Internal structure of side sill

Abstract

The internal structure (1) of the side sill according to the present invention is an internal structure of a side sill (100) in which an outer member (110) having a hat cross-sectional shape and an inner member (120) are joined to form a closed cross-sectional structure, and comprises a connecting member (10) connecting a flange portion (115a) and a flange portion (125a) on the upper side of the vehicle body and a flange portion (115b) and a flange portion (125b) on the lower side of the vehicle body, and a collision energy absorbing member (20) that absorbs collision energy while transmitting a collision load input to the outer member (110) to the inner member (120) side, and the collision energy absorbing member (20) comprises a first collision energy absorbing member (21) that forms a straight line load transmission path inclined toward a portion (127) of the inner member (120) or near a portion (127), and a second collision energy absorbing member (20) disposed to connect the inner member (120) and the connecting member (10). It has a defect (23).

Description

Technology Field

[0001] The present invention relates to an internal structure of a side sill that absorbs collision energy when a crashworthiness load is input from the outer side of the vehicle body in the width direction. Background Technology

[0002] The proportion of vehicles equipped with large-capacity batteries, such as battery-powered vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs) (hereinafter referred to as electric automobiles), in global automobile sales is expected to increase rapidly in the future. One of the automotive body structures of electric vehicles that differs significantly from gasoline engine cars and electric hybrid vehicles (HEVs) is the mounting of a large-capacity battery and its protective structure. As shown in FIG. 18, a side impact test in which a pole (210) collides with the outer side of the vehicle body in the width direction of the side sill (100) is an item used to evaluate occupant injury in most car assessments. The side collision test can be described as a particularly severe collision mode from the perspective of battery protection, in that the loads input from the pole (210) to the side sill (100) are concentrated loads and the distance from the collision location to the battery is short.

[0003] As shown in FIG. 19, the body structure for an electric vehicle that protects the battery (141) inside the battery case (140) from collision energy from the outside is equipped with a side sill (100) and a plurality of load-bearing members (non-EA members). The side sill (100) is an energy-absorbing member (EA member) that absorbs collision energy when a collision load is input from the outside in the width direction of the vehicle body. A load-bearing member is a member that is not allowed to deform in order to prevent a large load from the side sill (100) from being input to the battery case (140), and includes, for example, the floor cross member (130) of FIG. 19 or the battery lower cross member (150) that connects the lower part of the battery case (140) and the side sill (100).

[0004] These multiple load-bearing members are in contact with the side sill (100), and a load transfer path is formed to distribute the collision load from the collision portion of the side sill (100) to the load-bearing members. In order to prevent deformation of the battery case (140), it is required that one or more collision energy-absorbing members (EA members) be placed along this load transfer path. These collision energy-absorbing members must have a high-strength structure capable of sufficiently absorbing collision energy from the outside of the vehicle, while the load transfer to non-EA members must be less than the loading bearing capacity of those members. To satisfy these conditions, the distribution of the transferred load from the collision energy-absorbing members (EA members), including the side sill (100), to the load-bearing members (non-EA members) becomes important.

[0005] A vehicle substructure that protects the vehicle body from a side collision is disclosed, for example, in Patent Document 1 and Patent Document 2. Prior art literature

[0006] Japanese Patent Publication No. 6734709 Japanese Patent Publication No. 6757291 The problem to be solved

[0007] The vehicle body undercarriage structure described in Patent Document 1 utilizes an impact absorption member with a hat-shaped cross section, but it had the problem of lacking collision energy absorptive properties. Furthermore, since the number of parts required to construct the structure increases, it also faces the problem of high manufacturing costs. Additionally, regarding the vehicle body undercarriage structure described in Patent Document 2, there is a concern that the input load to the battery case may become excessive because the impact absorption member is positioned at the same height as the battery. Moreover, similar to the structure described in Patent Document 1, it had the problem of an increased number of parts.

[0008] The present invention is made to solve the above-mentioned problems and aims to provide an internal structure of a side seal that can suppress an increase in the number of parts and manufacturing costs by suppressing the input load from the side seal to a specific part, such as a battery case, while having sufficient collision energy absorption capability. means of solving the problem

[0009] The internal structure of a side sill according to the present invention comprises an outer part having a hat-shaped cross section that extends in the front-rear direction of the vehicle body and opens toward the interior side of the vehicle body in the width direction of the vehicle body, and an inner part having a hat-shaped cross section that opens toward the exterior side of the vehicle body in the width direction of the vehicle body, wherein the outer part and the inner part are positioned so that their opening sides face each other, and their upper end and lower end of the vehicle body are joined to form a closed cross-section structure, the internal structure of the side sill comprises a connecting member arranged to connect the upper end of the vehicle body and the lower end of the vehicle body of the outer part and the inner part, and a collision energy absorbing member that absorbs collision energy while transmitting a collision load input to the outer part to the inner part, wherein the collision energy absorbing member transmits the collision load input to the outer part to the upper and lower parts of the vehicle body of the inner part It has a pair of first collision energy absorbing members that form a straight load transfer path inclined with respect to the horizontal plane of the vehicle body to transfer toward both corner portions or the vicinity of said corner portions and also absorb collision energy, and a second collision energy absorbing member disposed on the upper side and lower side of the vehicle body of the first collision energy absorbing member, respectively, and also disposed to connect the inner member with the connecting member or the end portion and absorb collision energy.

[0010] In addition, the collision energy absorbing member is formed by bending from a single plate member, and it is preferable that the first collision energy absorbing member and the second collision energy absorbing member are integrated.

[0011] In addition, the first collision energy absorbing member may have a hat cross-sectional shape that is open toward the interior of the vehicle body in the width direction and may have a pair of side wall portions inclined with respect to the horizontal plane of the vehicle body.

[0012] In addition, the second collision energy absorbing member is formed by two members having a hat-shaped cross-section that open toward the outer side of the vehicle body in the width direction and arranged side by side in the vertical direction of the vehicle body, and among the two members having a hat-shaped cross-section, two members having a vertical wall at the center side in the vertical direction of the vehicle body form a part of the first collision energy absorbing member, and two members having a vertical wall at the upper side of the vehicle body and a vertical wall at the lower side of the vehicle body form the second collision energy absorbing member.

[0013] In addition, the above connecting member is made of a single plate member and is joined to the first collision energy absorbing member to divide the load transfer path into the outer member side and the inner member side.

[0014] In addition, the above connecting member is preferably composed of a plurality of strip-shaped plate members extending in the vertical direction of the vehicle body and is disposed to penetrate the first collision energy absorbing member and the second collision energy absorbing member.

[0015] In addition, the first collision energy absorbing member may have a groove-shaped portion formed along the load transfer path. Effects of the invention

[0016] In the present invention, a connecting member is provided to connect the upper end of the vehicle body and the lower end of the vehicle body of the outer member and the inner member of the side sill, and a collision energy absorbing member is provided to absorb collision energy while transmitting a collision load input to the outer member to the inner member side. The collision energy absorbing member comprises a pair of first collision energy absorbing members that form a straight line load transmission path inclined with respect to the horizontal plane of the vehicle body to transmit the collision load input to the outer member toward each part of the vehicle body in the upper direction and the vehicle body in the lower direction of the inner member, or to the vicinity of said part, and also absorb collision energy, and a second collision energy absorbing member that is disposed at each of the upper and lower sides of the vehicle body of the first collision energy absorbing member, is provided to connect the inner member with the connecting member or the end, and absorbs collision energy. Accordingly, the collision load applied to the outer member is distributed and transmitted to load-bearing members such as the floor cross member or battery case of the vehicle body, and the first collision energy absorbing member and the second collision energy absorbing member forming the load transmission path are efficiently crushed, thereby increasing the efficiency of collision energy absorption. At this time, even after the first collision energy absorbing member and the second collision energy absorbing member are crushed and bent, the first collision energy absorbing member and the second collision energy absorbing member are supported by each part of the inner member in both the upward and downward directions of the vehicle body, so that the above effect is maximized. Furthermore, with the above configuration, even with a simple structure that suppresses the number of parts, it is possible to achieve weight reduction while securing high collision energy absorption performance.In addition, by adopting a structure in which the first collision energy absorption member of the collision energy absorption member is arranged to intersect with the connecting member, thereby dividing the side seal into the outer member side and the inner member side, and forming a plurality of closed cross-sectional structures inside the side seal, the collision energy absorption amount can be further increased. Brief explanation of the drawing

[0017] FIG. 1 is a cross-sectional view illustrating the configuration of the internal structure of a side seal according to an embodiment of the present invention (the 1 thereof). FIG. 2 is a cross-sectional view illustrating the configuration of the internal structure of a side seal according to an embodiment of the present invention (the 2 thereof). FIG. 3 is a drawing illustrating a method of joining a collision energy absorbing member and a connecting member in the internal structure of a side seal according to an embodiment of the present invention. FIG. 4 is a drawing showing an example of a deformation state during a side collision in the internal structure of a side sill according to an embodiment of the present invention ((a) perspective view, (b) relative front view from the front-rear direction of the vehicle body). FIG. 5 is a drawing showing another aspect of the internal structure of a side seal according to an embodiment of the present invention (the first). FIG. 6 is a drawing showing another aspect of the internal structure of a side seal according to an embodiment of the present invention (the 2) ((a) perspective view, (b) AA cross-sectional view, (c) BB cross-sectional view). FIG. 7 is a drawing showing an example of a deformation state during a side collision in another aspect of the internal structure of a side sill according to an embodiment of the present invention (the same) ((a) perspective view, (b) relative front view from the front-rear direction of the vehicle body). FIG. 8 is a drawing showing another aspect of the internal structure of a side seal according to an embodiment of the present invention (the third thereof). FIG. 9 is a drawing showing an example of a deformation state during a side collision in another aspect of the internal structure of a side sill according to an embodiment of the present invention (the second thereof). FIG. 10 is a perspective view showing the configuration of the internal structure of a side seal according to an inventive example in an embodiment ((a) Inventive Example 1, (b) Inventive Example 2). FIG. 11 is a cross-sectional view showing the configuration of the internal structure of a side seal according to an inventive example in an embodiment ((a) Inventive Example 1, (b) Inventive Example 2, (c) Inventive Example 3). FIG. 12 is a diagram illustrating the maximum impact stroke to the side sill of a pole that collides with the side sill in an embodiment. FIG. 13 is a perspective view showing the configuration of the internal structure of a side seal according to a comparative example used as a comparison subject in an embodiment ((a) Comparative Example 1, (b) Comparative Example 2, (c) Comparative Example 3). FIG. 14 is a cross-sectional view showing the configuration of the internal structure of a side seal according to a comparative example used as a comparison subject in an embodiment ((a) Comparative Example 1, (b) Comparative Example 2, (c) Comparative Example 3). FIG. 15 is a cross-sectional view showing the configuration of the internal structure of a side seal according to a comparative example used as a comparison subject in the embodiment ((a) Comparative Example 4, (b) Comparative Example 5, (c) Comparative Example 6). FIG. 16 is a cross-sectional view showing the configuration of the internal structure of a side seal according to a comparative example used as a comparison subject in the embodiment ((a) Comparative Example 7, (b) Comparative Example 8, (c) Comparative Example 9). FIG. 17 is a graph showing the collision performance of side seals according to Inventive Examples 1 to 3 and Comparative Examples 1 to 9 in the embodiments ((a) relationship between collision energy absorption amount and crush stroke, (b) relationship between collision energy absorption amount and weight of the internal structure of the side seal, (c) relationship between collision energy absorption amount and the number of members constituting the internal structure of the side seal). Figure 18 is a diagram illustrating a side impact test targeting the side sill of a vehicle body. FIG. 19 is a drawing illustrating the configuration of a conventional side seal and its vicinity. Specific details for implementing the invention

[0018] (Form for carrying out the invention)

[0019] Before describing the embodiments of the present invention, the configuration of the side sill targeted by the present invention will be described. Furthermore, in the following description, terms regarding direction or arrangement, such as the vehicle body front-rear direction, vehicle body width direction, vehicle body up-down direction, vehicle body outer side, vehicle body inner side, etc., indicate the positional relationship when attached to the vehicle body. Additionally, components having the same function are given the same reference numerals, and redundant descriptions are omitted. Furthermore, in the drawings of the present invention, the X direction, Y direction, and Z direction represent the vehicle body front-rear direction, vehicle body width direction, and vehicle body up-down direction, respectively.

[0020] <Regarding the side seal targeted in the present invention>

[0021] The side sill (100) targeted in the present invention is formed by having an outer member (110) and an inner member (120), as shown in FIG. 18 above. The outer member (110) has a hat-shaped cross-section that extends in the front-rear direction of the vehicle body and opens toward the interior of the vehicle in the width direction of the vehicle body, and the inner member (120) has a hat-shaped cross-section that opens toward the exterior of the vehicle in the width direction of the vehicle body.

[0022] The outer member (110) has a hat-shaped cross-section formed by a top portion (111), a vertical wall portion (113), and a flange portion (115), as shown in FIG. 1. The inner member (120) has a hat-shaped cross-section formed by a top portion (121) (a first top portion (121a) and a second top portion (121b)), a vertical wall portion (123), and a flange portion (125), as shown in FIG. 1, and the top portion (121) and the vertical wall portion (123) are connected via a section (127).

[0023] Additionally, the outer member (110) and the inner member (120) are joined by flange portions (115a) and (125a) at the upper end of the vehicle body and flange portions (115b) and (125b) at the lower end of the vehicle body, respectively, to form a closed cross-section structure.

[0024] Additionally, a floor cross member (130) is connected to the upper side of the vehicle body in the inner member (120) of the side sill (100), and a battery case (140) is connected to the lower side of the vehicle body in the vertical direction via a battery cross member (150).

[0025] The floor cross member (130), battery case (140), and battery cross member (150) are required to have a predetermined load-bearing capacity and not deform even in a side collision in which a collision load is input to the side of the vehicle body width direction of the side sill (100). The battery cross member (150) is connected to the battery case (140).

[0026] <Internal Structure of the Side Sill>

[0027] The internal structure (1) of the side seal according to an embodiment of the present invention is an internal structure of the side seal (100) having an outer member (110) and an inner member (120), as shown as an example in FIG. 1, and is equipped with a connecting member (10) and a collision energy absorbing member (20).

[0028] As shown in FIG. 1, the connecting member (10) is arranged to connect the flange portion (115a) and the flange portion (125a) and the flange portion (115b) and the flange portion (125b), and is formed from a single plate member (metal sheet). The flange portion (115a) and the flange portion (125a) are upper ends of the vehicle body where the outer member (110) and the inner member (120) are joined, and the flange portion (115b) and the flange portion (125b) are lower ends of the vehicle body. Additionally, as shown in FIG. 2, the connecting member (10) divides the closed cross-sectional structure of the side sill (100) formed by the outer member (110) and the inner member (120) into inner and outer two parts. And, as shown in FIG. 2, an outer side seal closed cross-section structure (31) is formed between the connecting member (10) and the outer member (110), and an inner side seal closed cross-section structure (33) is formed between the connecting member (10) and the inner member (120).

[0029] The collision energy absorbing member (20) has a first collision energy absorbing member (21) and a second collision energy absorbing member (23), as shown in FIG. 1.

[0030] The first collision energy absorbing member (21) is a pair of members that form a straight line load transfer path inclined with respect to the horizontal plane of the vehicle body to transfer the collision load input to the outer member (110) toward the vicinity of each part (127) in both the upper and lower directions of the vehicle body of the inner member (120), and also absorb collision energy.

[0031] The second collision energy absorbing member (23) is a member that absorbs collision energy, disposed on the upper side and lower side of the vehicle body of the first collision energy absorbing member (21), and also connected to the inner member (120), the flange portion (115), and the flange portion (125). Additionally, the second collision energy absorbing member (23) may be connected to the inner member (120) and the connecting member (10).

[0032] In the present embodiment, the collision energy absorbing member (20) is formed by bending and forming from a single plate member, and the first collision energy absorbing member (21) and the second collision energy absorbing member (23) are integrated. That is, the ends of each of the first collision energy absorbing members (21) on the outer member (110) side are connected by a load reception portion (25) located near the top plate portion (111). And the ends of each of the first collision energy absorbing members (21) on the inner member (120) side are connected to the end of the second collision energy absorbing member (23) on the inner member (120) side via a load transmission portion (27). The load transfer section (27) is connected via a load transfer section (27) positioned on the upper side of the vehicle body and the lower side of the vehicle body, respectively, rather than the upper and lower center of the inner member (120). Accordingly, the collision energy absorption member (20) is formed in a substantially M-shaped cross section overall by means of the load receiving section (25), a pair of first collision energy absorption members (21), the load transfer section (27), and the second collision energy absorption member (23).

[0033] Additionally, as shown in FIG. 2, the connecting member (10) is arranged to intersect the collision energy absorbing member (20) and the first collision energy absorbing member (21). Furthermore, between the connecting member (10) and the collision energy absorbing member (20), an outer side EA member closed cross-section structure (35) on the outer member (110) side and an inner side EA member closed cross-section structure (37) on the inner member (120) side are formed. And, the outer side of the side sill (100) in the vehicle body width direction is configured with a double closed cross-section structure having an outer side EA member closed cross-section structure (35) inside the outer side side sill closed cross-section structure (31). The inner side of the side sill (100) is configured with a double closed cross-section structure having an inner side EA member closed cross-section structure (37) inside the inner side side sill closed cross-section structure (33).

[0034] In this embodiment, the collision energy absorbing member (20) and the connecting member (10) are joined by forming a cut (20a) and a cut (10a) respectively, as shown in FIG. 3, and by electric arc welding or the like.

[0035] In this embodiment, the load receiving portion (25) is joined to the inner surface of the top plate portion (111) of the outer member (110) via a resin adhesive (41), and is a portion that receives an impact load via the outer member (110) and the resin adhesive (41).

[0036] Additionally, the load transfer section (27) is joined to the inner surface of the top plate section (121) of the inner member (120) via a resin adhesive (43). The load transfer section (27) is a part that transmits the collision load, which is input into the outer member (110) and transmitted via the load receiving section (25) and the first collision energy absorption member (21), to a load-bearing member (non-EA member) such as a floor cross member (130), a battery case (140), or a battery cross member (150).

[0037] Additionally, the resin adhesive (41) and the resin adhesive (43) are preferably of a thickness of 20 mm or less. However, the load receiving portion (25) may be directly bonded to the top plate portion (111) of the outer member (110). Likewise, the load transfer portion (27) may be directly bonded to the top plate portion (121) of the inner member (120).

[0038] The effect of the internal structure (1) of the side sill according to the present embodiment will be explained below based on FIG. 4. FIG. 4 also shows the deformation of the collision energy absorbing member (20) and the connecting member (10) when a collision load is input to the side sill (100) by a side collision of the pole (210) from the outside of the vehicle in the vehicle body width direction.

[0039] A collision load is applied to the side sill (100) from the outer side of the vehicle body in the width direction. Then, the collision load is distributed vertically and transmitted to load-bearing members (non-EA members), such as the floor cross member (130) or battery case (140), on the inner side of the vehicle body through a load transfer path formed in a straight line and inclined with respect to the horizontal plane of the vehicle body by the first collision energy absorbing member (21).

[0040] At this time, as shown in FIG. 4, the upper part of the collision energy absorbing member (20) is supported above the floor cross member (130) or the battery case (140). In addition, the lower part of the collision energy absorbing member (20) is supported below the battery case (140) or the battery cross member (150). Then, the first collision energy absorbing member (21), which forms a load transfer path on the outer member (110) side, is crushed to absorb collision energy. The outer side of the side sill (100) in the vehicle body width direction can increase the amount of collision energy absorbed by a double closed cross-section structure (see FIG. 2) having an outer side EA member closed cross-section structure (35) inside the outer side side sill closed cross-section structure (31).

[0041] After that, the first collision energy absorbing member (21) and the second collision energy absorbing member (23) on the inner member (120) side are compressed while being supported by the floor cross member (130) or the battery case (140), thereby further absorbing collision energy. The inner side of the side sill (100) can increase the amount of collision energy absorbed by having a double closed cross-section structure (see FIG. 2) having an inner side EA member closed cross-section structure (37) inside the inner side side sill closed cross-section structure (33).

[0042] After the first collision energy absorbing member (21) and the second collision energy absorbing member (23) are crushed and bent, the load transfer member (27) is separated from the inner surface of the top plate portion (121) of the inner member (120). After that, the load transfer member (27) is offset toward the upper side of the vehicle body and the lower side of the vehicle body, respectively, and comes into contact with each part (127) or the vicinity of each part (127) of the top plate portion (121) of the inner member (120) on the upper side of the vehicle body and the lower side of the vehicle body. Then, the first collision energy absorbing member (21) and the second collision energy absorbing member (23) that have been crushed and bent are firmly supported, maintaining a resistance force against collision deformation in the width direction of the vehicle body. For this reason, the first collision energy absorbing member (21) and the second collision energy absorbing member (23) continue to preserve and maintain their collision energy absorption capabilities even after being crushed and bent. And, because the inner member (120) is supported at the corner (127) or its vicinity by the bent first collision energy absorbing member (21) and the second collision energy absorbing member (23), it does not get completely crushed and continues to maintain its hat cross-sectional shape. This deformed state is realized by a structure in which the first collision energy absorbing member (21) has an inclination with respect to the horizontal plane of the vehicle body and is connected from the load receiving portion (25) toward the vicinity of the corner (127).

[0043] At that time, the upper end of the collision energy absorbing member (20) and the lower end of the vehicle body are joined to the connecting member (10). Accordingly, the bending ridge of the collision energy absorbing member (20), which has a roughly M-shaped cross-section, is prevented from advancing, thereby crushing the straight-shaped first collision energy absorbing member (21) and second collision energy absorbing member (23) to increase energy absorption efficiency.

[0044] In this way, the first collision energy absorbing member (21) forms a straight load transfer path from the load receiving member (25) toward the load transfer member (27). Accordingly, the collision load input to the outer member (110) is efficiently transferred to a load-bearing member such as a floor cross member (130) or a battery case (140), thereby promoting the compression of the first collision energy absorbing member (21) and increasing the efficiency of collision energy absorption.

[0045] Additionally, the connecting member (10) has ends (11) (11a, 11b) in the vertical direction of the vehicle body connected to the flange portion (115a) and flange portion (125a) on the upper side of the vehicle body of the side sill (100), and the flange portion (115b) and flange portion (125b) on the lower side of the vehicle body. Accordingly, the cross-section of the side sill (100) is prevented from collapsing by opening vertically during a side collision of the vehicle body (cross-section collapsing), thereby increasing the impact strength.

[0046] Accordingly, the reduction in collision energy absorption efficiency due to the collapse of the cross-section of the side seal (100) can be suppressed.

[0047] Additionally, the first collision energy absorbing member (21) is divided into the outer member (110) side and the inner member (120) side by the connecting member (10). Then, two closed cross-section structures (outer side EA member closed cross-section structure (35), inner side EA member closed cross-section structure (37), see FIG. 2) are formed inside the side seal (100). Since the first collision energy absorbing member (21) is divided by the connecting member (10), the wavelength of buckling of the first collision energy absorbing member (21) can be shortened. Accordingly, the load-bearing capacity of the first collision energy absorbing member (21) increases, allowing it to transmit a larger load.

[0048] In addition, in the internal structure (1) of the side seal according to the present embodiment, the number of parts can be reduced by a simple structure using a connecting member (10) and a collision energy absorbing member (20), thereby achieving weight reduction.

[0049] Additionally, the area near the corner (127) is a location where the load transfer portion (27) of the collision energy absorption member (20) comes into contact with the inner surface of the inner member (120) either directly or through a resin adhesive (43). Specifically, the area near the corner (127) is a location where a floor cross member (130) or a battery case (140), which are frame structure members of the vehicle body, are connected to the vehicle body side of the inner member (120). In the form of this embodiment, as shown in FIG. 1, it refers to the area extending from the top plate portion (121) on the upper side of the vehicle body of the inner member (120) to the corner (127a) and the area extending from the top plate portion (121) on the lower side of the vehicle body to the corner (127b). However, the area near the corner section (127) is not limited to the area extending from the top plate section (121) to the corner section (127), but may also be the area extending from the corner section (127) to the longitudinal wall section (123). Additionally, the load transfer section (27) is a part that transmits the collision load to the load-bearing member (non-EA member). The vertical length of the load transfer section (27) is preferably set to at least 1 / 3 of the vertical length of the load-bearing member (non-EA member), with the vertical length of the load-bearing member (non-EA member) connected to the inner member (120) of the side sill (100) as the upper limit.

[0050] In the above description, the collision energy absorbing member (20) is formed by bending from a single plate member, and the first collision energy absorbing member (21) is integrated with the second collision energy absorbing member (23). However, the collision energy absorbing member according to the present invention may be a collision energy absorbing member (50) formed from different plate members, such as a hat cross-section member (51) on the outer member (110) side and two hat cross-section members (53) arranged side by side in the vertical direction of the vehicle body on the inner member (120) side, as illustrated in FIG. 5.

[0051] As shown in FIG. 5, the hat cross-section member (51) has a hat cross-section shape that is open toward the interior of the vehicle body in the width direction. The hat cross-section member (51) has a top plate portion (51a) that is joined to the inner surface of the top plate portion (111) of the outer member (110) by means of a resin adhesive (41), a pair of longitudinal wall portions (51b) inclined with respect to the horizontal plane of the vehicle body, and a flange portion (51c) that is joined to the connecting member (10).

[0052] Additionally, the hat cross-section member (53) has a hat cross-section shape that opens toward the outside of the vehicle body in the width direction, as illustrated in FIG. 5. The hat cross-section member (53) has a top plate portion (53a) that is joined to the inner surface of the top plate portion (121) of the inner member (120) by means of a resin adhesive (43), a longitudinal wall portion (53b) inclined with respect to the horizontal plane of the vehicle body, and a flange portion (53c) that is joined to the connecting member (10).

[0053] And, the longitudinal wall portion (51b) of the hat cross-section member (51) and the two longitudinal wall portions (53b) of the two hat cross-section members (53) located in the upper and lower central directions of the vehicle body form the first collision energy absorbing member (21). Additionally, the two longitudinal wall portions (53b) of the two hat cross-section members (53) located in the upper and lower sides of the vehicle body form the second collision energy absorbing member (23).

[0054] In addition, the two hat cross-section members (53) shown in FIG. 5 may be formed by bending from a single plate member and integrated.

[0055] In addition, the internal structure (1) of the side sill according to the present embodiment is formed such that the connecting member (10) is formed as a single plate member and is joined to the first collision energy absorbing member (21) to divide the load transfer path into the outer member (110) side and the inner member (120) side. However, as illustrated in FIG. 6, the connecting member (15) according to the present invention may be formed as a plurality of plate members in the shape of a strip extending in the vertical direction of the vehicle body and may be disposed to penetrate the first collision energy absorbing member (21) and the second collision energy absorbing member (23).

[0056] Even if the connecting member (15) is made of a plate member in the shape of a book, as shown in FIG. 7, it can prevent the closed cross-section of the side seal (100) from opening up and down, thereby efficiently axially crushing the first collision energy absorbing member (21) and preventing a decrease in the absorption efficiency of collision energy.

[0057] In addition, as illustrated in FIG. 8, it is preferable that the first collision energy absorbing member (21) has a groove-shaped portion (e.g., a bead portion (29)) formed along the load transfer path.

[0058] In order to improve the load transfer and collision energy absorption by the first collision energy absorption member (21), it is necessary to increase the deformation energy (deformation resistance) of the first collision energy absorption member (21). As shown in FIG. 9, by forming a bead portion (29) on the first collision energy absorption member (21), the deformation resistance of the first collision energy absorption member (21) increases, and the deformation energy increases. As a result, it becomes possible to increase the load-bearing capacity of the first collision energy absorption member (21) and improve the amount of collision energy absorbed.

[0059] In the internal structure (1) of a side seal having a connecting member (15) in the shape of a single piece as shown in FIG. 6, by forming a bead portion (29) in the first collision energy absorbing member (21), it is possible to improve the collision load and the amount of collision energy absorbed. In this case as well, the bead portion (29) may be divided in the direction along the load transfer path. In this way, by dividing the bead portion and adjusting the length of the bead portion in the direction along the load transfer path, the buckling wavelength can be controlled.

[0060] In addition, the above description assumes an electric vehicle in which a load-bearing battery case (140) is connected to an inner member (120) of a side sill (100). However, the present invention is not limited to the internal structure of the side sill of an electric vehicle, and can be preferably applied to cases where a load-bearing member, such as a floor cross member, is connected to the upper side of the vehicle body and the lower side of the vehicle body in the inner member of the side sill.

[0061] Examples

[0062] Since specific tests were conducted to verify the operational effects of the internal structure of the side seal according to the present invention, the results thereof are described below.

[0063] In this embodiment, as shown in FIGS. 10 and 11, a side collision test was performed on a vehicle body part model (200) having a side sill (100), a floor cross member (130) connected to the side sill (100), and a battery case (140), and the collision performance was evaluated by having a pole (210) collide from the outer side in the width direction of the vehicle body. The side sill (100) has an internal structure (1) of the side sill formed by having a connecting member (10) and a collision energy absorbing member (20).

[0064] As described in the embodiments of the present invention, the side sill (100) is provided with an outer member (110) and an inner member (120), and the hat cross-sectional shape of the outer member (110) and the hat cross-sectional shape of the inner member (120) face each other and are open. The outer member (110) and the inner member (120) have a flange portion (115a) of the outer member (110) and a flange portion (125a) of the inner member (120) joined together, and a flange portion (115b) of the outer member (110) and a flange portion (125b) of the inner member (120) joined together to form a closed cross-sectional structure. In this embodiment, as shown in FIGS. 10 and 11, a vehicle body part model (200) having an internal structure (1) of a side sill that satisfies the constituent requirements of the present invention is designated as Invention Examples 1 to 3.

[0065] Invention Example 1 comprises, as shown in FIG. 10(a) and FIG. 11(a), a connecting member (10) formed integrally and a collision energy absorbing member (20) formed integrally from a plate member in an approximately M-shaped cross-sectional shape.

[0066] Invention Example 2 comprises a connecting member (10) formed integrally as shown in FIG. 10(b) and FIG. 11(b), and a collision energy absorbing member (20) formed integrally from a plate member in an approximately M-shaped cross-sectional shape. In addition, in Invention Example 2, a bead portion (29) divided by the connecting member (10) is formed on the first collision energy absorbing member (21) of the collision energy absorbing member (20).

[0067] Invention Example 3 comprises a connecting member (10) formed integrally as shown in FIG. 11(c) and a collision energy absorbing member (20) formed integrally from a single plate member in an approximately M-shaped cross-sectional shape. In addition, Invention Example 3, a bead portion (29) is formed on the first collision energy absorbing member (21) of the collision energy absorbing member (20), extending from the outer member (110) side to the inner member (120) side without being separated by the connecting member (10).

[0068] Here, the collision energy absorbing member (20) of invention examples 1 to 3 has one load receiving portion (25) that contacts the inner surface of the top plate portion (111) of the outer member (110) by means of a resin adhesive (41), and two load transfer portions (27) that contact the inner surface of the top plate portion (121) of the inner member (120) by means of a resin adhesive (43).

[0069] In addition, in Invention Examples 1 to 3, the side seal (100), the connecting member (10), and the collision energy absorbing member (20) are all made using a 1.5 GPa-class high-tensile steel sheet with a plate thickness of 1.6 mm.

[0070] In this embodiment, the intrusion amount (collision stroke) of the pole (210) into the side sill (100) when the pole (210) with a diameter of 250 mm collides sideways with the outer member (110) of the side sill (100) along the longitudinal extension of the floor cross member (130), and the amount of collision energy absorbed during the side collision of the pole (210) were calculated. Then, regarding the intrusion amount of the pole (210), whether it is less than or equal to the maximum collision stroke Lmax shown in FIG. 12 was evaluated. Here, the maximum collision stroke Lmax is the horizontal distance from the top plate portion (111) of the outer member (110) in the vehicle body width direction to the battery cross member (150).

[0071] In addition, the actual side collision test of the pole (210) is performed by colliding the vehicle body with the fixed pole (210) while possessing kinetic energy. However, in the side collision test using the vehicle body part model (200) in this embodiment, the process is replaced by colliding the pole (210) with a predetermined kinetic energy with the side sill (100). Here, the kinetic energy of the pole (210) is set to 22 kJ.

[0072] In addition, as a comparison subject, a vehicle body part model (300) having an internal structure of a side sill outside the scope of the present invention, as shown in FIGS. 13 to 16, was used as a comparative example and compared with the invention example.

[0073] Comparative Example 1 is a case in which neither the connecting member (10) and the collision energy absorbing member (20) according to the present invention (see FIG. 10 and FIG. 11) are placed inside the side seal (100), as shown in FIG. 13(a) and FIG. 14(a).

[0074] Comparative Examples 2 and 3 are formed by placing two collision energy absorbing members (61) and a collision energy absorbing member (63) with an approximately M-shaped cross-section inside the side seal (100), as shown in FIGS. 13(b), 14(b) and FIGS. 13(c), 14(c). In Comparative Examples 2 and 3, two load receiving members (65) are installed in contact with the inner surface of the top plate (111) of the outer member (110), and two load transfer members (67) are installed in contact with the inner surface of the top plate (121) of the inner member (120).

[0075] In addition, in Comparative Example 3, just like Invention Example 2 and Invention Example 3, a bead portion (69) extending along the vehicle width direction is provided on the upper surface side of the collision energy absorbing member (61) and the collision energy absorbing member (63).

[0076] Comparative Examples 4 to 6 are cases in which a part of the connecting member (10) or collision energy absorbing member (20) according to Invention Example 1 is disposed, as shown in FIG. 15.

[0077] Comparative Example 4 is configured by configuring only the connecting member (10) of Invention Example 1, as shown in FIG. 15(a). Comparative Example 5 is configured by configuring only the collision energy absorbing member (20) of Invention Example 1, as shown in FIG. 15(b). Comparative Example 6 is configured by configuring only the connecting member (71) between the first collision energy absorbing member (21) on the upper side of the vehicle body and the lower side of the vehicle body among the connecting members (10) of Invention Example 1, as shown in FIG. 15(c), and removing the inner side EA member closed cross-section structure (37) in Invention Example 1.

[0078] Here, in Comparative Examples 5 and 6, just like in Invention Example 1, one load receiving portion (25) is installed in contact with the inner surface of the top plate portion (111) of the outer member (110), and two load transfer portions (27) are installed in contact with the inner surface of the top plate portion (121) of the inner member (120).

[0079] Comparative Examples 7 to 9 utilize a collision energy absorbing member (80) having a hat-shaped cross-section, comprising a top plate (81), a longitudinal wall (83), and a flange (85), instead of a collision energy absorbing member (20) having a roughly M-shaped cross-section as shown in FIG. 16. Additionally, in Comparative Examples 7 to 9, the longitudinal wall (83), which is the load transfer path from the outer member (110) to the inner member (120), is not inclined parallel to the horizontal plane of the vehicle body.

[0080] Comparative Example 7 is a collision energy absorbing member (80) having a hat cross-sectional shape arranged without using a connecting member (10), as shown in FIG. 16(a). In Comparative Example 7, the top plate portion (81) of the collision energy absorbing member (80) is joined to the inner surface of the top plate portion (111) of the outer member (110) as a load receiving portion, a pair of flange portions (85) are joined to the inner surface of the first top plate portion (121a) of the inner member (120) as a load transfer portion, and a pair of longitudinal wall portions (83) serve as load transfer paths.

[0081] Comparative Example 8 is a case in which, as shown in FIG. 16(b), one collision energy absorbing member (80) with a hat cross-section shape is placed on the outer member (110) side and the inner member (120) side, respectively, within a closed cross-section within a side seal (100) separated by a connecting member (10). The top plate portion (81) of the collision energy absorbing member (80) on the inner member (120) side is bonded to the inner surface of the top plate portion (121) of the inner member (120) as a load transfer portion.

[0082] Comparative Example 9 is configured such that, as shown in FIG. 16(c), a total of three collision energy absorbing members (80) are arranged within a closed section of a side seal (100) separated by a connecting member (10), with one on the outer member (110) side and two on the inner member (120) side. Additionally, the top plate portions (81) of the two collision energy absorbing members (80) on the inner member (120) side are joined to the inner surface of the top plate portion (121) of the inner member (120) as two load transfer portions.

[0083] In addition, in Comparative Examples 7 to 9, the top plate (81) of the collision energy absorbing member (80) on the outer member (110) side is in contact with the inner surface of the top plate (111) of the outer member (110) as a load receiving part.

[0084] Table 1 shows the relationship between the structure of the collision energy absorbing member and the connecting member in Invention Examples 1 to 3 and Comparative Examples 1 to 9, and Table 2 shows the results of the collision evaluation.

[0085]

[0086]

[0087] From Table 2, it can be seen that in Invention Examples 1 to 3, the collision stroke is less than the maximum collision stroke Lmax (= 105 mm), and the collision load input to the outer member (110) can be efficiently transferred to the inner member (120).

[0088] In contrast, in Comparative Examples 1 to 9, the impact stroke reaches the maximum impact stroke Lmax (= 105 mm) in all cases. Furthermore, in Comparative Examples 1 to 9, the impact energy cannot be fully absorbed, and there is a concern that an impact load exceeding the respective load-bearing capacity will be applied to the floor cross member (130) or battery case (140), causing them to collapse (refer to "Battery Protection" in Table 2).

[0089] Figure 17(a) shows the relationship between the collision energy absorption amount and the collision stroke among the results of the side collision test shown in Table 2. In Comparative Examples 1 to 9, all of them reached the maximum collision stroke (Lmax = 105 mm), and the collision energy absorption amount was 9.5 to 15.2 kJ (average 11.9 kJ).

[0090] In this regard, in Invention Examples 1 to 3, the collision energy absorbing member (20) absorbs the collision energy (=22kJ) possessed by the pole (210) before the collision stroke of the pole (210) reaches the maximum collision stroke Lmax (=105mm). Furthermore, the amount of collision energy absorbed in Invention Examples 1 to 3 is 18.8 to 19.3kJ (average 19.0kJ), which is twice that of Comparative Example 1 (9.5kJ when the collision energy absorbing member is not placed in the side seal) and about 1.6 times that of Comparative Examples 2 to 9 (average 12.2kJ). Additionally, since Invention Examples 1 to 3 are all below the specified collision stroke, it is believed that the collision energy absorption capacity is higher than these values.

[0091] FIG. 17(b) shows the relationship between the amount of collision energy absorbed and the weight of the connecting member and the collision energy absorbing member installed inside the side sill (100) among the results of the side collision test shown in Table 2. According to the results shown in FIG. 17(b), in Comparative Examples 1 to 9, it can be seen that as the weight of the collision energy absorbing member and / or the connecting member increases, the amount of collision energy absorbed also increases.

[0092] The results of Invention Examples 1 to 3 are compared with Comparative Examples 2, 3, 8, and 9, which have a weight (approximately 6 kg) similar to the weight (5.8 to 6.0 kg) of the collision energy absorbing member and connecting member in Invention Examples 1 to 3. Then, the collision energy absorption amount of Invention Examples 1 to 3 is 19.0 kJ (18.8 to 19.3 kJ) on average, which is 44% higher than the average collision energy absorption amount of 13.2 kJ (12.1 to 15.2 kJ) of Comparative Examples 2, 3, 8, and 9, and a result was obtained in which the collision energy absorption amount per unit weight of the connecting member and collision energy absorbing member (mass efficiency) is high. This is because, in Invention Examples 1 to 3, the collision energy absorption member (20) placed within the side seal (100) is efficiently crushed during a side collision, so the absorption efficiency of collision energy is increased.

[0093] FIG. 17(c) shows the relationship between the collision energy absorption amount and the number of parts according to the internal structure of the side sill among the results of the side collision test shown in Table 2. From the results shown in FIG. 17(c), it was shown that in Invention Examples 1 to 3, although the number of collision energy absorption members and connecting members placed inside the side sill (100) is reduced, a simple structure can be achieved while securing a high collision energy absorption amount and achieving weight reduction.

[0094] As described above, according to the internal structure of the side seal of the present invention, it is possible to achieve lightweighting while securing high collision energy absorption performance even with a simple structure that suppresses the number of parts.

[0095] Industrial applicability

[0096] According to the present invention, an internal structure of a side seal can be provided that has sufficient collision energy absorption capability, suppresses excessive input load from the side seal to a specific part such as a battery case, and suppresses an increase in the number of parts and manufacturing costs. Explanation of the symbols

[0097] 1: Internal structure of the side sill 10: Connecting member 10a : Cutting 11 : End 15 : Connecting member 20: Collision energy absorbing member 20a : Cutting 21: First collision energy absorbing member 23: Second collision energy absorbing member 25 : Load receiving section 27 : Load transfer section 29 : Bead part 31: Outer side sill closed section structure 33: Inner side sill closed section structure 35 : Outer side EA member closed section structure 37 : Inner side EA member closed section structure 41: Resin adhesive 43: Resin adhesive 50: Collision energy absorbing member 51: Hat section member 51a : Top plate 51b : Longitudinal wall 51c : Flange section 53: Hat section member 53a : Top plate 53b : Longitudinal wall 53c : Flange section 61: Collision energy absorbing element 63: Collision energy absorption component 65: Load receiving section 67 : Load transfer section 69 : Bead part 71 : Connecting member 80: Collision energy absorbing member 81 : Top plate 83 : Final Wall Section 85 : Flange section 100 : Side sill 110 : Outer absence 111 : Top plate 113 : Bell wall section 115 : Flange section 115a : Flange 115b : Flange 120 : Inner absence 121 : Top plate 121a : First top plate 121b : Second top plate 123 : Final Wall Section 125 : Flange section 125a : Flange 125b : Flange section 127 : Each part 127a : Each part 127b : Each part 130 : Floor Cross Member 140 : Battery Case 150 : Battery Harcross Member 200 : Vehicle body part model (Invention Example) 210 : Paul 300 : Body part model (comparative example)

Claims

Claim 1 The internal structure of a side sill comprises an outer member having a hat-shaped cross section that extends in the front-rear direction of the vehicle body and opens toward the interior side in the width direction of the vehicle body, and an inner member having a hat-shaped cross section that opens toward the exterior side in the width direction of the vehicle body, wherein the outer member and the inner member are positioned so that their opening sides face each other, and their upper end and lower end are respectively joined to form a closed cross-section structure, and comprises a connecting member arranged to connect the upper end and the lower end of the outer member and the inner member, and a collision energy absorbing member that absorbs collision energy while transmitting a collision load input to the outer member to the inner member, wherein the collision energy absorbing member transmits the collision load input to the outer member toward the corner portions of the inner member in both the upper and lower directions of the vehicle body or to the vicinity of said corner portions. An internal structure of a side sill having a pair of first collision energy absorbing members that form a straight load transfer path inclined with respect to the horizontal plane of the vehicle body and absorb collision energy, and a second collision energy absorbing member disposed on the upper side and lower side of the vehicle body of the first collision energy absorbing member, respectively, and arranged to connect the inner member and the connecting member or the end, and absorbing collision energy, wherein the collision energy absorbing member is formed by bending from a single plate member, and the first collision energy absorbing member and the second collision energy absorbing member are integrated, and the first collision energy absorbing member has a hat cross-sectional shape that is open toward the interior side in the width direction of the vehicle body and has a pair of longitudinal wall portions inclined with respect to the horizontal plane of the vehicle body. Claim 2 The internal structure of a side sill according to claim 1, wherein the second collision energy absorbing member is formed by two members having a hat-shaped cross-section that open toward the outer side of the vehicle body in the width direction and are arranged side by side in the vertical direction of the vehicle body, and among the two members having a hat-shaped cross-section, two members having a vertical wall portion on the central side in the vertical direction of the vehicle body form a part of the first collision energy absorbing member, and two members having a vertical wall portion on the upper side of the vehicle body and a vertical wall portion on the lower side of the vehicle body form the second collision energy absorbing member. Claim 3 The internal structure of a side seal according to claim 1 or 2, wherein the connecting member is made of a single plate member and is joined to the first collision energy absorbing member to divide the load transfer path into the outer member side and the inner member side. Claim 4 The internal structure of a side sill according to claim 1 or 2, wherein the connecting member is composed of a plurality of strip-shaped plate members extending in the vertical direction of the vehicle body and is disposed to penetrate the first collision energy absorbing member and the second collision energy absorbing member. Claim 5 In claim 1 or 2, the first collision energy absorbing member is an internal structure of a side seal having a groove-shaped portion formed along the load transfer path. Claim 6 In paragraph 3, the first collision energy absorbing member is an internal structure of a side seal having a groove-shaped portion formed along the load transfer path. Claim 7 In paragraph 4, the first collision energy absorbing member is an internal structure of a side seal having a groove-shaped portion formed along the load transfer path.

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