Side sill structure

Abstract

A side sill structure (100) comprises: a side sill body (101) that has an outside wall (111) and an inside wall (112); and an energy-absorbing structure (102) that forms a plurality of hollow parts (103) that are aligned in the vehicle length direction inside the side sill body (101). The energy-absorbing structure (102) has a base member (121) that is formed from a single blank plate (130). The base member (121) has: a first vertical plate part (132) that extends in the vehicle length direction on the outside in the vehicle width direction of a plurality of through holes (131) that are aligned in the vehicle length direction and is joined to the inner surface of the outside wall (111); a plurality of horizontal plate parts (134) that extend in the vehicle width direction from the first vertical plate part (132) between adjacent through holes (131); and a plurality of flange bodies (135) that are respectively cut and raised upward from the plurality of horizontal plate parts (134). The plurality of horizontal plate parts (134) and the plurality of flange bodies (135) are aligned in the vehicle length direction.

Description

Side sill structure

[0001] The present disclosure relates to a side sill structure.

[0002] Patent Document 1 discloses a side sill as part of a vehicle side structure. To protect occupants and others in the event of a side collision, multiple hollow structures are built into the side sill body and aligned in the vehicle length direction. Each hollow structure extends in the vehicle width direction and is composed of a reinforcing member welded to the side sill body.

[0003] Japanese Patent Application Laid-Open No. 2020-203599

[0004] The multiple hollow structures are constructed independently of one another, which increases the number of parts and assembly steps required for the side sill.

[0005] Therefore, an object of the present disclosure is to provide a side sill structure that has excellent impact absorption performance in the event of a side collision while reducing the number of parts or assembly steps.

[0006] One aspect of the present disclosure provides a side sill structure comprising: a side sill main body extending in a vehicle length direction; and energy absorption structures each extending in a vehicle width direction inside the side sill main body and forming a plurality of hollow portions lined up at intervals in the vehicle length direction, wherein the side sill main body has an outer wall on the outside in the vehicle width direction, an inner wall on the inside in the vehicle width direction, and an upper wall connecting upper ends of the outer wall and the inner wall in the vehicle width direction, and the energy absorption structure has a base part, which has a plurality of through holes lined up in the vehicle length direction, a first vertical plate portion extending in the vehicle length direction on the outside in the vehicle width direction with respect to the plurality of through holes and joined to an inner surface of the outer wall, a plurality of horizontal plate portions each extending in the vehicle width direction from the first vertical plate portion between two adjacent ones of the plurality of through holes and lined up in the vehicle length direction, and a plurality of flange bodies cut upward from each of the plurality of horizontal plate portions and lined up at intervals in the vehicle length direction.

[0007] According to the above configuration, the energy absorption structure forming the multiple hollow portions includes a base component. The base component has a first vertical plate portion extending in the vehicle length direction, and multiple flange bodies are integrally provided on the first vertical plate portion via multiple horizontal plate portions. Each flange body extends upward as viewed from the horizontal plate portion and the first vertical plate portion, such that the flange body, horizontal plate portion, and upper wall define a hollow portion extending in the vehicle width direction inside the side sill main body. The multiple flange bodies and multiple horizontal plate portions are arranged alternately with the multiple through holes in the vehicle length direction, and the multiple tubular structures are arranged at intervals in the vehicle length direction.

[0008] When a side collision occurs, the impact is input to the outer wall of the side sill body. This outer wall is joined to the first vertical plate portion extending in the vehicle length direction. Therefore, the impact is easily transferred to the base part, allowing the energy absorption structure to absorb the impact well. The energy absorption structure is primarily composed of a single base part. Compared to a case in which each hollow portion is composed of a separate, independent part, the number of parts and assembly time for the energy absorption structure and, ultimately, the side sill structure can be reduced. In addition, through holes are formed between the multiple tubular structures. Using a base part that is long in the vehicle length direction reduces the number of parts and assembly time, and the side sill structure is lightweight even though it uses a base part that is long in the vehicle length direction.

[0009] The base component may be formed from the same metal material as the side sill body, and the first vertical plate portion may be welded to the outer wall.

[0010] According to the above configuration, the base component can be joined to the side sill main body using a highly efficient method such as resistance welding, so the side sill structure can be manufactured easily.

[0011] A thickness direction of the first vertical plate portion may be oriented in the vehicle width direction, and the first vertical plate portion may be superimposed on the inner surface of the outer wall.

[0012] According to the above configuration, the bonding strength of the first vertical plate portion to the side sill body is improved, and the strength of the side sill structure is increased. Note that "(two plate-shaped portions) overlap" means that the two portions are stacked with their plate thicknesses aligned, and includes both cases where the two portions are in direct surface contact with each other and cases where a separate member (for example, a patch member or adhesive) is interposed between the two portions.

[0013] The base part may further have a second vertical plate portion extending in the vehicle length direction on the inner side of the plurality of through holes in the vehicle width direction, continuing with the plurality of horizontal plate portions, and overlapping the inner surface of the inner wall.

[0014] According to the above configuration, the horizontal plate portions are supported by both the first vertical plate portion and the second vertical plate portion rather than by a cantilevered beam. The base component is stably attached to the side sill body while being sandwiched between the outer wall and the inner wall in the vehicle width direction. This improves the strength and impact absorption performance of each tubular structure.

[0015] At least one of the plurality of horizontal plate portions may be provided with a bead portion that protrudes upward or downward and extends in the vehicle width direction.

[0016] According to the above configuration, the rigidity of the horizontal plate portion is improved.

[0017] A tab portion may be provided at an upper end of the flange body, and an upper surface of the tab portion may be superimposed on an inner surface of the upper wall.

[0018] According to the above-described configuration, the flange body is stably supported by the upper wall via the tab portion, and the impact absorbing performance of the tubular structure is improved.

[0019] The flange body may have one or more bent portions between the lower end and the upper end.

[0020] According to the above configuration, the flange body extends from the lower end to the upper end while varying the slope at the bent portion. In other words, the flange body has a wall portion below the bent portion and a wall portion above the bent portion, and the slope relative to the vertical direction varies depending on the wall portion. When an impact is applied to the outer wall, the impact flows inward in the vehicle width direction via these multiple wall portions. This improves the impact absorption performance of the energy absorption structure.

[0021] Each of the flange bodies may be configured with a front flange portion extending upward from a front edge portion of the horizontal plate portion, and a rear flange portion extending upward from a rear edge portion of the horizontal plate portion.

[0022] According to the above configuration, each tubular structure is defined by a side plate portion, an upper wall, and a pair of flanges extending in the vehicle length direction and connecting the side plate portion and the upper wall vertically. The tubular structure forms a closed cross section when viewed in the vehicle width direction. This improves the strength or impact absorption performance of the tubular structure.

[0023] The front flange portion and the rear flange portion may be inclined so as to move away from each other in the vehicle length direction as they extend upward.

[0024] According to the above configuration, even if the horizontal plate portion is not large in the vehicle length direction, the cross-sectional area of ​​the tubular structure is increased, thereby further improving the strength or impact absorption performance of the tubular structure.

[0025] The front flange portion and the rear flange portion may have one bending portion between the lower end and the upper end, and each of the multiple tubular structures may be defined by the horizontal plate portion, the front flange portion, the rear flange portion, and the upper wall, and may have a hexagonal cross-section when viewed in the vehicle width direction.

[0026] According to the above configuration, since the cylindrical structures have a hexagonal closed cross section, each cylindrical structure can have high strength or impact absorbing performance.

[0027] The energy absorption structure may further have an outer patch having an upper cover portion that covers the upper part of the flange body and a side cover portion that extends downward from the side edge of the upper cover portion and covers the side of the flange body in the vehicle width direction, and the side cover portion may be welded to the outer wall, and the upper cover portion may be welded to the upper wall.

[0028] According to the above configuration, the base component is joined to the side sill body in both the vehicle width direction and the up-down direction, improving the joining strength of the energy absorbing structure to the side sill body.

[0029] The energy absorbing structure may further include a reinforcing part joined to the flange body.

[0030] According to the above configuration, the reinforcing component can easily improve the impact absorption performance as needed.

[0031] A protrusion may be provided at the outer end of the reinforcing part in the vehicle width direction, the plate thickness direction of the first vertical plate part and the plate thickness direction of the protrusion may be oriented in the vehicle width direction, and the first vertical plate part and the protrusion may be overlapped on the inner surface of the outer wall and joined to the outer wall.

[0032] The above configuration improves the joining strength of the reinforcing component to the base component, and also improves the joining strength of the base component to the side sill body. In particular, it is possible to prevent the ES Structure from tipping over laterally during a side collision, improving impact absorption performance. Note that "sideways tipping" refers to buckling caused by large localized compressive forces within the ES Structure during a collision. The direction of sideways tipping can vary, such as vertically or longitudinally, depending on the shape of the ES Structure.

[0033] Each of the flange bodies may be composed of a front flange portion extending upward from the front edge portion of the side plate portion, and a rear flange portion extending upward from the rear edge portion of the side plate portion, and the reinforcing part may have a front wall portion extending in the vertical direction through the through hole adjacent to the front of the front flange portion and joined to the outer surface of the front flange portion, a rear wall portion extending in the vertical direction through the through hole adjacent to the rear of the rear flange portion and joined to the outer surface of the rear flange portion, and a web portion below the side plate portion connecting the lower ends of the front wall portion and the rear wall portion in the vehicle length direction.

[0034] According to the above-described configuration, a closed cross section defined by the reinforcing part below the flange body is added to the tubular structure, thereby improving the strength or impact absorption performance of the energy absorbing structure.

[0035] The web portion may be provided with a bottom-raised portion that protrudes upward and extends in the vehicle width direction, and the protrusion may be welded to the horizontal plate portion.

[0036] According to the above configuration, the stiffness of the reinforcing component is improved by providing the bottom-raised portion. Since the reinforcing component is joined to the base component in the vertical direction, the joining strength of the reinforcing component to the base component is improved.

[0037] The energy absorption structure may further include a plurality of tubular parts each extending in the vehicle width direction and having a closed cross section when viewed in the vehicle width direction, and each of the plurality of tubular parts may be joined to at least one of the horizontal plate portion and the flange body.

[0038] According to the above configuration, a closed cross section defined by the tubular part is added to the tubular structure, thereby improving the strength or impact absorption performance of the energy absorbing structure.

[0039] The base component may be molded from the same type of metal material as the side sill body, the tubular component may be molded from a different type of metal material than the side sill body and the base component, the base component may be welded to the side sill body, and the tubular component may be mechanically joined to the base component.

[0040] According to the above configuration, since mechanical joining is applied to join the tubular part to the base part and the side sill main body, it is easy to select a metal material for the tubular part that is different from the metal material for the side sill main body and the base part. Examples of mechanical joining include fastening using bolts or rivets, and bonding using an adhesive.

[0041] According to the present disclosure, it is possible to provide a side sill structure that has excellent impact absorption performance in the event of a side collision while reducing the number of parts or assembly steps.

[0042] 1. A perspective view of a vehicle body to which a side sill according to a first embodiment is applied. A cross-sectional view of a side sill according to the first embodiment. A longitudinal cross-sectional view taken along line III-III in FIG. 2. A partially enlarged view of FIG. 3A. A plan view of a blank plate of a base part according to the first embodiment. A perspective view of an energy absorption structure according to the first embodiment. A cross-sectional view of a side sill structure according to a second embodiment. A cross-sectional view taken along line VII-VII in FIG. 6. A partially enlarged view of FIG. 7A. A perspective view of an energy absorption structure according to a second embodiment. A cross-sectional view showing a side sill according to a third embodiment. A cross-sectional view taken along line X-X in FIG. 9. A partially enlarged view of FIG. 10A. A perspective view of an energy absorption structure according to a third embodiment. A cross-sectional view showing a side sill according to a fourth embodiment. A cross-sectional view taken along line XIII-XIII in FIG. 12. A partially enlarged view of FIG. 13A. A perspective view of an energy absorption structure according to a fourth embodiment. A cross-sectional view taken along line XVI-XVI in FIG. 15. A partially enlarged view of FIG. 16A. A partially enlarged view of FIG. 16B. 19A. A perspective view of an energy absorption structure according to a fifth embodiment. 20A. A cross-sectional view showing a side sill according to a sixth embodiment. 21A. A cross-sectional view taken along line XIX-XIX in FIG. 18. 22A. A partial enlarged view of FIG. 19A. 23B. A perspective view of an energy absorption structure according to a sixth embodiment. 24A. A cross-sectional view showing a side sill according to a sixth embodiment.

[0043] Hereinafter, embodiments will be described with reference to the drawings. Note that the same or corresponding elements are designated by the same reference numerals throughout the drawings, and detailed descriptions will be omitted to avoid duplication. The vehicle length direction corresponds to the front-rear direction, and the vehicle width direction corresponds to the left-right direction. The outer side in the vehicle width direction is the side farther from the vehicle width centerline, and the inner side in the vehicle width direction is the side closer to the vehicle width centerline. X marks in the drawings indicate joints made by spot welding.

[0044] First Embodiment FIG. 1 shows a vehicle body 2 of a vehicle 1 to which a side sill 100 according to an embodiment is applied. The vehicle 1 is an electric vehicle or hybrid vehicle equipped with an electric motor (not shown) as a power source for driving the vehicle and a battery 3 as a power source for the power source. The vehicle body 2 includes a pair of side sills 100 extending in the vehicle length direction at the lower portions on both sides in the vehicle width direction. The pair of side sills 100 are bilaterally symmetrical. The battery 3 is housed in a low-profile rectangular parallelepiped housing, disposed between the pair of side sills 100, and supported by the pair of side sills 100. When collision energy due to a side collision occurs and is input to the vehicle 1, the side sills 100 absorb the impact, thereby protecting the battery 3.

[0045] 2 and 3A, the side sill 100 includes a side sill main body 101 and an energy absorbing structure 102. The side sill main body 101 extends in the vehicle length direction. The energy absorbing structure 102 is provided inside the side sill main body 101. The energy absorbing structure 102 forms a plurality of hollow portions 103 arranged at intervals in the vehicle length direction. Each hollow portion 103 extends in the vehicle width direction inside the side sill main body 101.

[0046] 2 , the side sill body 101 includes an outer wall 111 extending vertically on the outer side in the vehicle width direction, an inner wall 112 extending vertically on the inner side in the vehicle width direction, an upper wall 113 connecting upper ends of the outer wall 111 and the inner wall 112 in the vehicle width direction, and a lower wall 114 connecting lower ends of the outer wall 111 and the inner wall 112 in the vehicle width direction. The side sill body 101 has a substantially rectangular closed cross section when viewed from the vehicle length direction, and the four walls define an internal space of the side sill body 101. The side sill body 101 further includes an upper flange 115 extending upward from a vehicle width directional center portion of the upper wall 113 and a lower flange 116 extending downward from a vehicle width directional center portion of the lower wall 114.

[0047] The side sill body 101 is mainly composed of two parts: an outer side sill 117 and an inner side sill 118. Both the outer side sill 117 and the inner side sill 118 are formed from an iron-based metal material such as steel, and have a hat-shaped cross section.

[0048] The outer side sill 117 has a web portion as the outer wall 111, an outer upper wall 117a and an outer lower wall 117b extending inward in the vehicle width direction from the upper and lower ends of the web portion, an outer upper flange 117c extending upward from the inner end of the outer upper wall 117a, and an outer lower flange 117d extending downward from the inner end of the outer lower wall 117b. The outer side sill 117 forms a space 117e defined by the outer wall 111, the outer upper wall 117a, and the outer lower wall 117b.

[0049] Similarly, the inner side sill 118 has a web portion as the inner wall 112, an inner upper wall 118a and an inner lower wall 118b extending outward in the vehicle width direction from the upper and lower ends of the web portion, an inner upper flange 118c extending upward from the outer end of the inner upper wall 118a, and an inner lower flange 118d extending downward from the outer end of the inner lower wall 118b. The inner side sill 118 forms a space 118e defined by the inner wall 112, the inner upper wall 118a, and the inner lower wall 118b.

[0050] The inner and outer upper flanges 117c, 118c are overlapped and spot-welded in the vehicle width direction, and the inner and outer lower flanges 117d, 118d are overlapped and spot-welded in the vehicle width direction. For both the upper and lower spot welds, multiple joining points are set at intervals in the vehicle length direction. The inner and outer upper walls 117a, 118a form the upper wall 113 of the side sill body 101 as a whole, and the inner and outer lower walls 117b, 118b form the lower wall 114 of the side sill body 101 as a whole. The inner and outer upper flanges 117c, 118c form the upper flange 115 of the side sill body 101 as a whole, and the inner and outer lower flanges 117d, 118d form the lower flange 116 of the side sill body 101 as a whole. The inner and outer spaces 117e, 118e are connected in the vehicle width direction, thereby providing the above-mentioned internal space in the side sill body 101.

[0051] Referring to FIG. 2 , the energy absorbing structure 102 includes a base part 121 , an outer patch 122 , and an inner patch 123 .

[0052] The base component 121 is formed from a single blank plate 130 (see FIG. 4 ) and extends in the vehicle longitudinal direction. The base component 121 or its blank plate 130 is formed from the same type of metal material as the side sill body 101 (i.e., an iron-based metal material) and has a uniform thickness throughout. The outer patch 122 and inner patch 123 are interposed between the inner surface of the side sill body 101 and the base component 121. The outer patch 122 and inner patch 123 have approximately the same length as the side sill body 101 in the vehicle longitudinal direction.

[0053] 2, 3A, and 3B, the base part 121 according to this embodiment has a plurality of through holes 131, a first vertical plate portion 132, a second vertical plate portion 133, a plurality of horizontal plate portions 134, a plurality of flange bodies 135, and a plurality of tab portions 136.

[0054] The multiple through holes 131 are aligned in the vehicle length direction. The first vertical plate portion 132 extends in the vehicle length direction on the vehicle width outer side of the through hole 131. The second vertical plate portion 133 extends in the vehicle length direction on the vehicle width inner side of the through hole 131. The multiple horizontal plate portions 134 are aligned in the vehicle length direction. Each horizontal plate portion 134 extends in the vehicle width direction from the first vertical plate portion 132 and is continuous with the second vertical plate portion 133. The horizontal plate portion 134 includes one or more (the number is one less than the number of through holes 131) intermediate horizontal plate portions 134a, front end horizontal plate portions 134b, and rear end horizontal plate portions 134c. Each intermediate horizontal plate portion 134a is positioned between adjacent two of the multiple through holes 131. The front end horizontal plate portion 134b is positioned in front of the front end through hole 131f and connects the front ends of the vertical plate portions 132, 133. The rear horizontal plate portion 134c is disposed behind the through-hole 131r at the rear end, and connects the rear ends of the vertical plate portions 132, 133. In this manner, the base component 121 is formed in the shape of a rectangular frame and a ladder as a whole.

[0055] The thickness direction of the first vertical plate portion 132 and the second vertical plate portion 133 is oriented in the vehicle width direction. In other words, the first vertical plate portion 132 and the second vertical plate portion 133 extend parallel to the outer wall 111 and the inner wall 112. The thickness direction of the horizontal plate portion 134 is oriented in the up-down direction. The first vertical plate portion 132 and the second vertical plate portion 133 extend in the up-down direction (downward in this embodiment, as an example) from both end portions of the horizontal plate portion 134.

[0056] A method for forming the base component 121 having such a structure will be described with reference to Figures 4 and 5. Figure 4 is a plan view of the blank plate 130. In Figure 4, hatching indicates areas to be removed from the blank plate 130 by piercing, and two-dot chain lines and dashed lines indicate fold lines in the bending process after piercing. The blank plate 130 is the material for the base component 121 and is a sheet metal material with a uniform thickness. The blank plate 130 has a rectangular shape in a plan view. The longitudinal direction of the blank plate 130 is oriented in the vehicle length direction when the base component 121 is incorporated into the vehicle body 2 as part of the side sill 100.

[0057] First, a plurality of initial through holes 130a are formed by piercing the blank plate 130. The number of initial through holes 130a to be formed is the same as the number of through holes 131 in the completed state, and they are formed at intervals in the longitudinal direction of the blank plate 130 (corresponding to the vehicle length direction).

[0058] In the punching process, a die (not shown) is pressed against the blank plate 130 from above. This forms an initial through hole 130a, and the outline of the die is transferred to the edge of the initial through hole 130a. At this time, the blank plate 130 is intermittently conveyed along its longitudinal direction, and the die is raised and lowered while the blank plate 130 is stopped. This series of processes is repeated a specified number of times, thereby forming a specified number (e.g., five) of initial through holes 130a. This allows for a smaller punching machine and a reduced driving force to be applied to the die, compared to when multiple initial through holes 130a are formed simultaneously with a single raising and lowering operation.

[0059] The initial through-holes 130a at the rear end, the front end, and the middle have different shapes in plan view. The middle initial through-hole 130a has a shape that combines the shapes of the rear end and the front end in the vehicle length direction. Therefore, at least two dies are prepared, one that fits the shape of the rear end and the other that fits the shape of the front end, and these at least two dies are configured to be able to move up and down independently of each other.

[0060] Next, a flange body 135 is cut upward from the horizontal plate portion 134 so that one horizontal plate portion 134 remains between two adjacent initial through holes 130a. As a result, a plurality of flange bodies 135 are provided in one-to-one correspondence with the plurality of horizontal plate portions 134 and are aligned in the vehicle length direction.

[0061] In this embodiment, cutting and raising is performed on both the front and rear sides of the side plate portion 134. Each flange body 135 is composed of a front flange portion 135F that is cut and raised upward from the front edge of the corresponding side plate portion 134, and a rear flange portion 135R that is cut and raised upward from the rear edge of the corresponding side plate portion 134. The front and rear edges of the side plate portion 134 extend parallel to the vehicle width direction without inclining in the vehicle length direction.

[0062] In this way, the initial through-hole 130a is widened in the vehicle length direction by the cutting and raising process performed to form the flange body 135. As a result, the base part 121 in the applied state has a larger through-hole 131 than when the hole is drilled.

[0063] The front flange portion 135F and the rear flange portion 135R extend upward from the horizontal plate portion 134 while inclining in the vehicle length direction relative to the up-down direction. The front flange portion 135F and the rear flange portion 135R are symmetrical in the front-rear direction when viewed in the vehicle width direction. The front flange portion 135F and the rear flange portion 135R are inclined so as to move away from each other in the vehicle length direction as they extend upward. The front flange portion 135F is inclined forward, and the rear flange portion 135R is inclined rearward.

[0064] The front flange portion 135F has a protruding portion 135a at its outer side in the vehicle width direction that protrudes upward relative to its inner side in the vehicle width direction. The rear flange portion 135R is similar to this. Next, the tip of the protruding portion 135a is bent to form a tab portion 136 at the upper end of the flange body 135. In this embodiment, the tab portion 136 includes a front tab portion 136F provided at the upper end of the front flange portion 135F and a rear tab portion 136R provided at the upper end of the rear flange portion 135R.

[0065] The upper surface of the tab portion 136 is disposed parallel to the inner surface of the upper wall 113 of the side sill main body 101 (see FIG. 2). Here, the outer upper wall 117a and its inner surface of the upper wall 113 are inclined downward toward the outer side in the vehicle width direction. As described above, the protrusion 135a is formed in a portion that is relatively outer in the vehicle width direction, and accordingly, the tab portion 136 is also provided in a portion of the base part 121 that is also outer in the vehicle width direction. As will be described later, the tab portion 136 is supported by the inner surface of the outer upper wall 117a of the upper wall 113.

[0066] The front flange portion 135F is cut upward from the front edge of the horizontal plate portion 134, which extends in the vehicle width direction, without inclining in the vehicle length direction, while the tab portion 136 is parallel to the inner surface of the downward-inclined outer upper wall 117a. Therefore, in a plan view of the blank plate 130, the fold line for creating the tab portion 136 inclines outward in the vehicle length direction (forward for the front flange portion 135F and rearward for the rear flange portion 135R) as it moves from the outer side in the vehicle width direction to the inner side. Therefore, if the portion to be formed as the tab portion 136 extends across the entire vehicle width direction of the base part 121, the initial through hole 130a must be expanded in the vehicle length direction accordingly, which reduces the number of horizontal plate portions 134 and flange bodies 135 that can be formed. Therefore, the protrusion 135a and the tab portion 136 are formed only in the outer side in the vehicle width direction. This makes it possible to increase the height of the flange body 135, position the tab portion 136 parallel to the inner surface of the inclined outer upper wall 117a, and ensure the number of side plate portions 134 and flange bodies 135 that can be formed.

[0067] Both the outer patch 122 and the inner patch 123 are formed from the same type of metal material as the side sill main body 101 and the base part 121. The outer patch 122 and the inner patch 123 are L-shaped when viewed in the vehicle length direction and are thin sheet-like.

[0068] The outer patch 122 has an upper cover portion 151 that covers an upper portion of the flange body 135, and a side cover portion 152 that extends downward from the outer edge of the upper cover portion 151 in the vehicle width direction to cover the side portion of the flange body 135. The upper cover portion 151 is parallel to the inner surface of the outer upper wall 117a and the upper surface of the tab portion 136, and is interposed between the outer upper wall 117a and the flange body 135. The side cover portion 152 is parallel to the inner surface of the outer wall 111 (and the side surface of the first vertical plate portion 132) and is overlapped on the inner surface of the outer wall 111 above the first vertical plate portion 132. The inner patch 123 has an upper cover portion 156 that is joined to the inner surface of the inner upper wall 118a, and a side cover portion 157 that extends downward from the inner edge of the upper cover portion 156 in the vehicle width direction to be joined to the inner surface of the inner wall 112.

[0069] When assembling the side sill 100, first, as described above, the base part 121 is prepared as a single item by performing the required press work on the single blank plate 130. The outer patch 122 is joined to this base part 121. The outer patch 122 is attached to the base part 121 in such a manner that the upper cover part 151 covers the base part 121 from above and the side cover parts 152 cover the base part 121 from the outside in the vehicle width direction. Each tab part 136 is spot-welded to the upper cover part 151 while overlapping it. Multiple joining points are set at intervals in the vehicle length direction.

[0070] The assembly including the base part 121 and the outer patch 122 is housed in the space 117e of the outer side sill 117. The first vertical plate part 132 and the side cover part 152 abut against the inner surface of the outer wall 111, and the tab part 136 and the upper cover part 151 above it abut against the inner surface of the outer upper wall 117a. In this position, the outer side sill 117 is joined to the base part 121 and the outer patch 122. Spot welding is also used for this joining. As a result, the flange body 135 is supported by the inner surface of the outer upper wall 117a.

[0071] The outer wall 111 is spot-welded to each of the side cover portion 152 and the first vertical plate portion 132, and the outer upper wall 117a is spot-welded to each of the upper cover portion 151 and the tab portion 136. In either type of spot welding, a plurality of joining points are set at intervals in the vehicle length direction.

[0072] Next, the inner patch 123 is joined to the inner side sill 118, and the inner side sill 118 is joined to the outer side sill 117. At this time, the inner portion of the base part 121 in the vehicle width direction protrudes inward in the vehicle width direction relative to the outer upper flange 117c and the outer lower flange 117d of the outer side sill 117. This protruding portion is received in the space 118e of the inner side sill 118. The second vertical plate portion 133 abuts against the inner surface of the inner wall 112, and the inner upper flange 118c is overlapped with the outer upper flange 117c, and the inner lower flange 118d is overlapped with the outer lower flange 117d.

[0073] Next, the second vertical plate portion 133 is joined to the inner wall 112. This joining does not necessarily have to be metallurgical; as shown in the figure, adhesive 127 may be used. Then, the upper flange portion 117c and the inner upper flange 118c are welded, and the lower flanges 117d, 118d are welded to each other. In this way, the side sill 100 is completed.

[0074] The side sill 100 includes a side sill main body 101 extending in the vehicle length direction, and energy absorbing structures 102 each extending in the vehicle width direction inside the side sill main body 101 and forming a plurality of hollow portions 103 aligned in the vehicle length direction. The side sill main body 101 has an outer wall 111 on the outside in the vehicle width direction, an inner wall 112 on the inside in the vehicle width direction, and an upper wall 113 connecting the upper ends of the outer wall 111 and the inner wall 112 to each other in the vehicle width direction. The energy absorbing structure 102 has a base part 121 formed from a single blank plate 130. The base part 121 has a plurality of through holes 131 lined up in the vehicle length direction, a first vertical plate portion 132 that extends in the vehicle length direction outside the plurality of through holes 131 in the vehicle width direction and is joined to the inner surface of the outer wall 111, a plurality of horizontal plate portions 134 that extend in the vehicle width direction from the first vertical plate portion 132 between two adjacent ones of the plurality of through holes 131 and are lined up in the vehicle length direction, and a plurality of flange bodies 135 that are cut upward from each of the plurality of horizontal plate portions 134 and supported by the inner surface of the upper wall 113 and are lined up in the vehicle length direction.

[0075] As described above, the energy absorbing structure 102, which forms multiple hollow portions 103, has a base component 121 formed from a single blank plate 130. This base component 121 has a first vertical plate portion 132 that is joined to the outer wall 111 of the side sill main body 101 and extends in the vehicle length direction. Multiple flange bodies 135 are provided continuously with the first vertical plate portion 132 via multiple horizontal plate portions 134. Each flange body 135 extends upward as viewed from the horizontal plate portion 134 and the first vertical plate portion 132 and is supported by the inner surface of the upper wall 113 of the side sill main body 101. The flange bodies 135, the horizontal plate portions 134, and the upper wall 113 then define hollow portions 103 that extend in the vehicle width direction within the side sill main body 101. The sets of the multiple flange bodies 135 and the multiple horizontal plate portions 134 are arranged alternately with the multiple through holes 131 in the vehicle length direction, so that the multiple hollow portions 103 are arranged at intervals in the vehicle length direction.

[0076] As a result, when an impact is applied to the outer surface of the outer wall 111 of the side sill main body 101 due to a side collision, the impact is effectively absorbed by the energy absorption structure 102. Because the outer wall 111, to which the impact is applied, is joined to the first vertical plate portion 132, the impact is easily transferred to the base part 121 and the structure constituting the hollow portion 103, and the impact is easily absorbed by the structure. This energy absorption structure 102 is primarily composed of a single base part 121. Compared to when the hollow portions 103 are configured independently of each other, the number of parts and the assembly time can be reduced. Through holes 131 are formed between the multiple hollow portions 103. Using a base part 121 extending in the vehicle length direction reduces the number of parts while suppressing an increase in the weight of the energy absorption structure 102 and, therefore, the side sill structure.

[0077] The base component 121 is formed from the same type of metal material as the side sill body 101, particularly an iron-based metal material. This allows the base component 121 to be joined to the side sill body 101 using a highly efficient technique such as resistance welding. This makes it possible to easily manufacture the side sill 100.

[0078] The base component 121 further includes a second vertical plate portion 133. The second vertical plate portion 133 extends in the vehicle length direction on the vehicle widthwise inner side of the plurality of through holes 131, is continuous with the plurality of horizontal plate portions 134, and is supported on the inner surface of the inner wall 112. As a result, the plurality of horizontal plate portions 134 are supported by both the first vertical plate portion 132 and the second vertical plate portion 133 rather than in a cantilevered manner, improving the rigidity of the base component 121. Furthermore, the base component 121 is stably supported by the side sill main body 101 while being sandwiched between the outer wall 111 and the inner wall 112 in the vehicle width direction.

[0079] The thickness direction of the first vertical plate portion 132 is oriented in the vehicle width direction, and the first vertical plate portion 132 is parallel to the inner surface of the outer wall 111. This improves the bonding strength of the first vertical plate portion 132 to the side sill main body 101. The thickness direction of the second vertical plate portion 133 is also oriented in the vehicle width direction, and the second vertical plate portion 133 is parallel to the inner surface of the inner wall 112. This improves the bonding strength of the base part 121 to the side sill main body 101.

[0080] A tab portion 136 is provided at the upper end of the flange body 135, and the upper surface of the tab portion 136 is disposed parallel to and supported by the inner surface of the upper wall 113. This allows the flange body 135 to be stably supported by the upper wall 113 via the tab portion 136.

[0081] Each flange body 135 is composed of a front flange portion 135F extending upward from the front edge of the corresponding horizontal plate portion 134 and a rear flange portion 135R extending upward from the rear edge of the corresponding horizontal plate portion 134. Each tubular structure is defined by the horizontal plate portion 134, the upper wall 113, and a pair of flange portions 135F, 135R connecting the horizontal plate portion 134 and the upper wall 113 vertically. Because each tubular structure forms a closed cross section when viewed in the vehicle width direction, each tubular structure achieves high impact absorption performance. In this configuration, the tab portion 136 includes a front tab portion 136F provided at the upper end of the front flange portion 135F and a rear tab portion 136R provided at the upper end of the rear flange portion 135R. Therefore, both of the pair of flange portions 135F, 135R are stably supported by the upper wall 113.

[0082] The front flange 135F and the rear flange 135R are inclined upward so that they move away from each other in the vehicle longitudinal direction. Even if the horizontal plate 134 is not large in the vehicle longitudinal direction, the cross-sectional area of ​​the hollow portion 103 and the structures that make it up is large. As a result, each structure can achieve high strength or impact absorption performance.

[0083] The energy absorbing structure 102 further includes an outer patch 122 having an upper cover portion 151 that covers an upper portion of the flange body 135, and side cover portions 152 that extend downward from side edges of the upper cover portion 151 and cover the side portions of the flange body 135 in the vehicle width direction. The side cover portions 152 are welded to the outer wall 111, and the upper cover portion 151 is welded to the upper wall 113. This improves the joining strength of the first vertical plate portion 132 to the outer wall 111, and also joins the flange body 135 to the upper wall 113 in the up-down direction. Because the base part 121 is joined to the side sill main body 101 in the vehicle width direction and the up-down direction, the joining strength of the energy absorbing structure 102 to the side sill main body 101 is improved.

[0084] The hollow portions 103 are spaced apart from one another. This prevents excessive strength and reduces the weight of the side sill 100. The pair of flange portions 135F, 135R are formed by cutting and raising, and define each hollow portion 103. Therefore, a large through hole 131 is formed between two adjacent hollow portions 103. The through hole 131 is larger than the initial through hole 130a by at least the surface area of ​​the flange body 135 and the tab portion 136. Therefore, when multiple tubular structures are provided using a base part 121 that is long in the vehicle length direction, an increase in the weight of the base part 121 can be suppressed.

[0085] Second Embodiment Next, a side sill 200 according to a second embodiment will be described with reference to Figures 6 to 8, focusing on the differences from the above-described embodiments. The side sill main body 101 and base component 121 are the same as those in the first embodiment. This embodiment differs from the first embodiment in that the energy absorbing structure 202 further includes a plurality of reinforcing components 224 joined to each of the plurality of flange bodies 135.

[0086] Each reinforcing component 224 has a hat-shaped cross section when viewed in the vehicle width direction. The reinforcing component 224 is formed from the same type of metal material (e.g., an iron-based metal material) as the base component 121. The reinforcing component 224 has a web portion 261, a front wall portion 262, and a rear wall portion 263. The front wall portion 262 is joined to the outer surface (front surface) of the front flange portion 135F. The rear wall portion 263 is joined to the outer surface (rear surface) of the rear flange portion 135R. In both types of joining, spot welding is used, and one or more (e.g., two) joining points are set at intervals in the vehicle width direction.

[0087] The front wall portion 262 extends in the vertical direction, passing through the through-hole 131 adjacent to the front of the front flange portion 135F. The rear wall portion 263 extends in the vertical direction, passing through the through-hole 131 adjacent to the rear of the rear flange portion 135R. The lower ends of the front wall portion 262 and the rear wall portion 263 are both positioned below the horizontal plate portions 134. The web portion 261 connects the lower ends of the front wall portion 262 and the rear wall portion 263 in the vehicle length direction below the horizontal plate portions 134.

[0088] A raised bottom portion 264 is provided at the center of the web portion 261 in the vehicle length direction, protruding upward from the web portion 261 (particularly the ends thereof connected to the front wall portion 262 and the rear wall portion 263) and extending in the vehicle width direction. The upper surface of the raised bottom portion 264 is in surface contact with the lower surface of the side plate portion 134. The raised bottom portion 264 may be welded to the side plate portion 134. When welding is performed, spot welding is preferably applied, and one or more joining points (for example, one) are provided along the center of the side plate portion 134 in the vehicle length direction.

[0089] The energy absorbing structure 102 further includes a reinforcing component 224 joined to the flange body 135. The addition of the reinforcing component 224 adds a closed cross section defined by the reinforcing component 224 below the flange body 135 to the hollow portion 203. This improves the impact absorption performance of the energy absorbing structure 202. The provision of the bottom-raised portion 264 in the web portion 261 improves the rigidity of the reinforcing component 224. Welding the bottom-raised portion 264 to the horizontal plate portion 134 joins the reinforcing component 224 to the base component 121 not only in the vehicle length direction but also in the up-down direction. The joining strength of the reinforcing component 224 to the base component 121 is improved, and high impact absorption performance is achieved in the tubular structure.

[0090] Third Embodiment Next, a side sill 300 according to a third embodiment will be described with reference to Figures 9 to 11, focusing on the differences from the above-described embodiments. The side sill main body 101 is similar to those in the first and second embodiments. The structures of the base component 321 and the reinforcing component 324 differ from those of the above-described embodiments as described below. As a result, the shape of the hollow portion 303 differs from that of the above-described embodiments.

[0091] The base part 321 has one or more bead portions 337 that protrude upward or downward and extend in the vehicle width direction on at least one of the multiple horizontal plate portions 134. Except for this, the base part 321 has a through hole 131, a first vertical plate portion 132, a second vertical plate portion 133, a horizontal plate portion 134, a flange body 135, and a tab portion 136, similar to those in the first and second embodiments.

[0092] In this embodiment, a plurality of bead portions 337 are provided in one-to-one correspondence with the plurality of lateral plate portions 134. Each bead portion 337 protrudes upward from the center of the corresponding lateral plate portion 134 in the vehicle length direction and extends linearly in the vehicle width direction.

[0093] The reinforcing part 324 has a web portion 261, a front wall portion 262, and a rear wall portion 263, similar to the second embodiment, but does not have the raised bottom portion 264 as in the second embodiment. Instead, the reinforcing part 324 according to this embodiment has a plurality of tab portions 365.

[0094] The multiple tab portions 365 include an outer front tab portion 365Fa that protrudes in the vehicle length direction from the vehicle width outer edge of the front wall portion 262, and an outer rear tab portion 365Ra that protrudes in the vehicle length direction from the vehicle width outer edge of the rear wall portion 263. The outer front tab portion 365Fa and the outer rear tab portion 365Ra protrude in directions that are apart from each other in the vehicle length direction. Similarly, an inner front tab portion 365Fb and an inner rear tab portion 365Rb are provided on the vehicle width inner edges of the front wall portion 262 and the rear wall portion 263, respectively.

[0095] The plate thickness direction of the tab portion 365 is oriented in the vehicle width direction. The outer front tab portion 365Fa and the outer rear tab portion 365Ra are overlapped on the inner surface of the first vertical plate portion 132 and are welded to the outer wall 111 together with the first vertical plate portion 132. The inner front tab portion 365Fb and the inner rear tab portion 365Rb are overlapped on the inner surface of the second vertical plate portion 133 and are joined to the second vertical plate portion 133. When the second vertical plate portion 133 is welded to the inner wall 112, the inner front tab portion 365Fb and the inner rear tab portion 365Rb may also be welded to the inner wall 112 at the same time.

[0096] In this way, providing the bead portion 337 on at least one of the multiple side plate portions 134 improves the rigidity of the side plate portion 134. Providing the tab portion 365 on the reinforcing component 324 improves the bonding strength of the reinforcing component 324 to the base component 321. This improves the bonding strength of the base component 321 to the side sill main body 101.

[0097] Fourth Embodiment Next, a side sill 400 according to a fourth embodiment will be described with reference to Figures 12 to 14, focusing on the differences from the above-described embodiments. The side sill main body 101 is the same as that of the first to third embodiments. The structures of the base component 421 and the reinforcing component 424 differ from those of any of the above-described embodiments, as described below. As a result, the shape of the hollow portion 403 differs from that of any of the above-described embodiments.

[0098] The flange body 435 of the base component 421 has one or more bent portions 440 between its lower end, which is continuous with the horizontal plate portion 134, and its upper end, which reaches the inner surface of the upper wall 113 of the side sill main body 101. In this embodiment, the flange body 435 has a front flange portion 435F and a rear flange portion 435R, similar to the above embodiment. Each of the flange portions 435F, 435R has one bent portion 440F, 440R between its upper end and lower end.

[0099] The front flange portion 435F has a first upright portion 441 extending upward from its lower end and a second upright portion 442 extending upward from the upper end of the first upright portion 441 while inclining relative to the extension direction of the first upright portion 441. The lower end of the first upright portion 441 is continuous with the upper end of the second upright portion 442 at the bent portion 440. The first upright portion 441 extends at an incline toward the outer side in the vehicle length direction (toward the front side in the front flange portion 435F) as it extends upward. The second upright portion 442 has a smaller inclination in the vehicle length direction relative to the up-down direction than the first upright portion 441. As such, due to the difference in gradient between the first upright portion 441 and the second upright portion 442, the bent portion 440 is formed to be angular.

[0100] In this embodiment, the front flange portion 435F and the rear flange portion 435R are also symmetrical from front to rear. Like the front flange portion 435F, the rear flange portion 435R also has a first upright portion 441 and a second upright portion 442. The tab portions 136F, 136R are provided at the upper end of the second upright portion 442 and are joined to the upper wall 113 in the same manner as in the above embodiment.

[0101] As a result, in this embodiment, each hollow portion 403 is defined by the horizontal plate portion 134, the first upright portion 441 of the front flange portion 435F, the second upright portion 442 of the front flange portion 435F, the first upright portion 441 of the rear flange portion 435R, the second upright portion 442 of the rear flange portion 435R, and the upper wall 113. Each hollow portion 403 has a hexagonal cross section when viewed from the vehicle width direction.

[0102] By providing the bent portions 440 in the flange body 435, when an impact is applied to the outer wall 111, the impact flows inward in the vehicle width direction via the plurality of upright portions 441, 442 separated by the bent portions 440. This improves the impact absorption performance of the tubular structure. Furthermore, by providing one bent portion 440 each in the front flange portion 435F and the rear flange portion 435R, the cross-sectional shape of each hollow portion 403 becomes hexagonal, thereby achieving high impact absorption performance or strength.

[0103] The reinforcing component 424 is basically the same as that of the second embodiment. The front wall portion 462 is overlapped on the outer surface of the second upright portion 442 of the first upright portion 441 and the second upright portion 442 of the front flange portion 435F and joined to the second upright portion 442. The second upright portion 442 is located higher than the first upright portion 441 and extends closer to the vertical direction than the first upright portion 441. Because it is joined to such a second upright portion 442, the front wall portion 462 of this embodiment is longer in the vertical direction than that of the second embodiment. The rear wall portion 463 is similar. This allows the width (length in the vehicle length direction) of the web portion 261 of the reinforcing component 424 to be maintained wide, thereby maintaining the strength of the reinforcing component 424.

[0104] Fifth Embodiment Next, a side sill 500 according to a fifth embodiment will be described with reference to FIGS. 15 to 17, focusing on differences from the above-described embodiments. The side sill main body 101 is similar to that of the first to fourth embodiments. This embodiment differs from the above-described embodiments in that the energy absorption structure 502 has a tubular part 525 instead of the reinforcing part used in the second to fourth embodiments. The base part 524 is similar to that of the first embodiment, but differs from that of the above-described embodiments in that it has an additional structure for mounting the tubular part 525. As a result, the shape of the hollow portion 503 differs from that of the above-described embodiments.

[0105] As in the first embodiment, the base part 521 has a plurality of horizontal plate portions 134 and a plurality of flange bodies 135 corresponding to each of these, and each flange body 135 is composed of a front flange portion 135F and a rear flange portion 135R, and each of the front flange portion 135F and the rear flange portion 135R does not have a bending portion, as in the first to third embodiments.

[0106] The plurality of tubular parts 525 are provided in one-to-one correspondence with the plurality of flange bodies 135. Each tubular part 525 is held by the flange body 135 in a state in which it extends in the vehicle width direction. Each tubular part 525 has a closed cross section when viewed in the vehicle width direction.

[0107] In the present embodiment, merely as an example, the cross-sectional shape of the tubular part 525 is hexagonal. The tubular part 525 includes a bottom wall 571, a pair of lower walls 573F, 573R extending upward from both edges of the bottom wall 571 in the vehicle length direction, a pair of upper walls 574F, 574R extending upward continuously from the upper ends of the pair of lower walls 573F, 573R, and an upper wall 572 connecting the upper ends of the pair of upper walls 574F, 574R in the vehicle length direction. The bottom wall 571 is disposed parallel to the horizontal plate portion 134 and is supported on the horizontal plate portion 134. With the bottom wall 571 supported parallel to the horizontal plate portion 134, the pair of lower walls 573F, 573R are parallel to the pair of flange portions 135F, 135R, respectively. The pair of lower side walls 573F, 573R extend along the pair of flange portions 135F, 135R on the inner surface side of the pair of flange portions 135F, 135R.

[0108] The base component 521 (and its blank plate) is formed from the same type of metal material as the side sill main body 101, while the tubular component 525 is formed from a different type of metal material from the side sill main body 101 and the base component 521. In this embodiment, the base component 521 and the side sill main body 101 are formed from an iron-based metal material, while the tubular component 525 is formed from a non-ferrous metal material, particularly a light metal such as an aluminum alloy or a magnesium alloy.

[0109] If the contact area of ​​the tubular part 525 with the base part 521 or the side sill main body 101 is large, electrolytic corrosion will accelerate wear of the tubular part 525. In addition, because the materials are different, it is difficult to apply metallurgical joining such as welding to join the tubular part 525 to the base part 521 or the side sill main body 101.

[0110] Therefore, a lower ridge portion 575 that locally protrudes downward is provided on the bottom wall 571 of the tubular part 525. The lower ridge portion 575 is downwardly convex when viewed in the vehicle width direction, and is in line contact with the upper surface of the side plate portion 134 along a straight line extending in the vehicle length direction (in a cross section viewed in the vehicle width direction, the lower ridge portion 575 is drawn to be in contact with the side plate portion 134 at a single point). In this embodiment, two lower ridge portions 575 are provided on each end of the bottom wall 571 in the vehicle length direction. Therefore, most of the lower surface of the bottom wall 571 is spaced upward from the upper surface of the side plate portion 134.

[0111] The front lower wall 573F of the tubular part 525 is provided with a side ridge portion 576F that locally protrudes outward (forward) in the vehicle length direction. The side ridge portion 576F is convex forward when viewed in the vehicle width direction and makes line contact with the inner surface of the front flange portion 135F along a straight line extending in the vehicle length direction. In this embodiment, two side ridge portions 576F are provided at the upper and lower ends of the front lower wall 573F, respectively. Therefore, most of the outer surface (front surface) of the lower wall 573F is spaced rearward from the inner surface (rear surface) of the front flange portion 135F. Similarly, the rear lower wall 573R is also provided with a side ridge portion 576R that locally protrudes outward (rear) in the vehicle length direction.

[0112] In this way, most of the portion of tubular part 525 that is incorporated into base part 521 for holding by flange body 135 does not come into direct contact with base part 521 due to ridge portions 575, 576F, 576R. Therefore, even if tubular part 525 is made of a different material from that of base part 521, electrolytic corrosion of tubular part 525 can be avoided.

[0113] Each tubular part 525 is mechanically joined to the corresponding side plate 134 using a fastening structure 526. A bolt insertion hole 538 is formed in the side plate 134, passing through it in the vertical direction. The fastening structure 526 is composed of a bolt 526a and a nut 526b. As shown in the figure, the bolt 526a may be inserted downward from inside the tubular part 525 and threaded into a nut 526b provided on the underside of the side plate 134. The tubular part 525 also has a through hole through which the bolt 526a is inserted, and a resin collar 526c may be provided in the through hole 577 to prevent direct contact between the bolt 526a and the tubular part 525. The bolt 526a may be inserted upward from the underside of the side plate 134, in which case the nut 526b is provided inside the tubular part 525.

[0114] Furthermore, before the tubular part 525 is fitted into the flange body 135, an adhesive 527 is applied to the inner surface of the flange body 135 (the rear surface of the front flange portion 135F and the front surface of the rear flange portion 135R). The side ridges 576F, 576R are mechanically joined to the flange body 135 via the adhesive 527. The adhesive 527 not only joins the tubular part 525 to the base part 521 but also serves to provide electrical insulation between the tubular part 525 and the base part 521. This prevents electrolytic corrosion of the tubular part 525 and improves the joining strength of the tubular part 525 to the base part 521. Furthermore, by applying a large amount of adhesive 527 in advance, an excess portion 527a of the adhesive 527 leaks out from the upper opening of the clearance between the tubular part 525 and the base part 521 and solidifies, sealing the clearance. Foreign matter such as water can be prevented from entering the clearance, and the life of the energy absorbing structure 502 is extended.

[0115] In this way, by providing the tubular part 525 in the energy absorption structure 502, a closed cross section defined by the tubular part 525 is added to the hollow portion 503, thereby achieving high impact absorption performance in the energy absorption structure 502. Furthermore, because a mechanical joint is used to join the tubular part 525 and the base part 521, it is permissible to select a different type of metal material for the tubular part 525 from those for the side sill main body 101 and the base part 521.

[0116] Sixth Embodiment Next, a side sill 600 according to a sixth embodiment will be described with reference to FIGS. 18 to 20, focusing on differences from the above-described embodiments. The side sill main body 101 is the same as that of the first to fifth embodiments. The energy absorption structure 602 according to this embodiment is similar to that of the fifth embodiment in that it includes a tubular part 525 rather than a reinforcing part. However, unlike any of the above-described embodiments, the base part 621 according to this embodiment has tab portions 636 provided at both ends in the vehicle width direction, rather than at the upper end of the flange body 635, and the flange body 635 does not reach the upper wall 113 of the side sill main body 101. As a result, the shape of the hollow portion 603 differs from that of any of the above-described embodiments.

[0117] Similar to the fifth embodiment, the base component 621 has a plurality of through holes 131, a first vertical plate portion 132, a second vertical plate portion 133, a plurality of horizontal plate portions 134, and a plurality of flange bodies 635, and the front flange portion 635F and the rear flange portion 635R of each flange body 635 do not have a bent portion. The tab portion 636 includes an outer front tab portion 636Fa and an inner front tab portion 636Fb that protrude forward from the outer and inner edges, respectively, of the front flange portion 635F in the vehicle width direction, and an outer rear tab portion 636Ra and an inner rear tab portion 636Rb that protrude rearward from the outer and inner edges, respectively, of the rear flange portion 135R in the vehicle width direction.

[0118] Unlike any of the above embodiments, the front flange portion 635F and the rear flange portion 635R do not reach the inner surface of the upper wall 113 of the side sill main body 101, but terminate below the upper wall 113 of the side sill main body 101. Instead, a pair of front and rear engagement pieces 639F, 639R are provided at the upper ends of the front flange portion 635F and the rear flange portion 635R. The engagement pieces 639F, 639R extend from the respective upper ends of the pair of flange portions 635F, 635R to sides facing each other in the vehicle longitudinal direction.

[0119] On the other hand, the tubular part 625 has a bottom wall 571, an upper wall 572, a pair of lower walls 573F, 573R, a pair of upper walls 674F, 674R, a lower ridge portion 575, and side ridge portions 576F, 576R, similar to the fifth embodiment. The pair of upper walls 674F, 674R have a step in the vertical direction between the upper ends of the pair of lower walls 573 and the vehicle length direction ends. Each upper wall 674F, 674R has a lower step wall 674a extending upward and inward in the vehicle length direction from the lower wall 673F, 673R, a riser portion 674b extending upward from the upper end of the lower step wall 674a, and an upper step wall 674c extending upward and inward in the vehicle length direction from the upper end of the riser portion 674b and connected to the upper wall 572. The upper step wall 674c has an extension 678 that extends outward in the vehicle length direction relative to the riser 674b. The extension 678 protrudes outward in the vehicle length direction further than the upper walls 674F, 674R. The lower step wall 674a, the riser 674b, and the extension 678 define a slit 679 that opens at both ends in the vehicle width direction and extends in the vehicle width direction. The tip of the extension 678 is bent downward, and the outer side of the slit 679 in the vehicle length direction is covered by this tip.

[0120] When attaching the tubular part 625 to the base part 621, the tubular part 625 is inserted between the pair of flange portions 635F, 635R in the vehicle width direction. At this time, the engaging pieces 639F, 639R are received in the slits 679, the pair of lower side walls 573F, 573R are adjacent to the inner surfaces of the pair of flange bodies 635, and the bottom wall 571 is adjacent to the upper surface of the horizontal plate portion 134. To prevent the engaging pieces 639F, 639R from directly contacting the upper side walls 674F, 674R, the slits 679 are filled with adhesive 627 in advance. As a result, even without using a fastening structure as in the fifth embodiment, the adhesive force of the adhesive 627 and the engagement of the engaging pieces 639 in the slits 679 allow the tubular part 625 to be firmly mechanically joined to the base part 621. Furthermore, by applying a large amount of adhesive 627 in advance, a sealing effect can be obtained by the excess portion 627a of adhesive 627, as in the fifth embodiment.

[0121] (Modifications) Although the embodiments have been described above, the above configurations can be appropriately added to, modified, and / or deleted within the scope of the present disclosure.

[0122] Although the flange body is composed of a pair of front and rear flange portions, the flange body may be composed of a single flange portion. The multiple horizontal plate portions are connected to the first vertical plate portion and the second vertical plate portion, but the second vertical plate portion can be omitted. Since the first vertical plate portion is the portion joined to the outer wall to which the impact is input in the event of a side collision, when the multiple horizontal plate portions are integrated via either the first vertical plate portion or the second vertical plate portion, joining the first vertical plate portion to the outer wall while leaving the first vertical plate portion intact can achieve higher impact absorption performance in the energy absorption structure.

[0123] In the third and fourth embodiments, the reinforcing part may be omitted. In the fifth and sixth embodiments, the tubular part may be omitted. Both the reinforcing part and the tubular part may be attached to the base member.

[0124] The reinforcing component may be provided with both the bottom-raised portion exemplified in the second and fourth embodiments and the tab portion exemplified in the third embodiment. Alternatively, the reinforcing component may not be provided with both of these.

[0125] The present disclosure may include the following aspects: (Aspect 1) A side sill structure comprising: a side sill main body extending in a vehicle length direction; and energy absorbing structures each extending in a vehicle width direction inside the side sill main body and forming a plurality of hollow portions lined up at intervals in the vehicle length direction, wherein the side sill main body has an outer wall on the outside in the vehicle width direction, an inner wall on the inside in the vehicle width direction, and an upper wall connecting upper ends of the outer wall and the inner wall in the vehicle width direction, the energy absorbing structure having a base part, and the base part having: a plurality of through holes lined up in the vehicle length direction, a first vertical plate portion extending in the vehicle length direction on the outside in the vehicle width direction with respect to the plurality of through holes and joined to an inner surface of the outer wall, a plurality of horizontal plate portions lined up in the vehicle length direction, each extending in the vehicle width direction from the first vertical plate portion between two adjacent ones of the plurality of through holes, and a plurality of flange bodies cut upward from each of the plurality of horizontal plate portions and lined up at intervals in the vehicle length direction. (Aspect 2) The side sill structure according to Aspect 1, wherein the base component is formed from the same metal material as the side sill main body, and the first vertical plate portion is welded to the outer wall. (Aspect 3) The side sill structure according to Aspect 1 or 2, wherein the plate thickness direction of the first vertical plate portion is oriented in the vehicle width direction, and wherein the first vertical plate portion is overlapped on the inner surface of the outer wall. (Aspect 4) The side sill structure according to any of Aspects 1 to 3, wherein the base component further has a second vertical plate portion extending in the vehicle length direction on the inner side of the vehicle width direction relative to the multiple through holes, being continuous with the multiple horizontal plate portions, and being overlapped on the inner surface of the inner wall. (Aspect 5) The side sill structure according to any of Aspects 1 to 4, wherein at least one of the multiple horizontal plate portions is provided with a bead portion that protrudes upward or downward and extends in the vehicle width direction. (Aspect 6) The side sill structure according to any one of Aspects 1 to 5, wherein a tab portion is provided at an upper end of the flange body, and an upper surface of the tab portion is superimposed on an inner surface of the upper wall. (Aspect 7) The side sill structure according to any one of Aspects 1 to 6, wherein the flange body has one or more bent portions between a lower end and an upper end.(Aspect 8) The side sill structure according to any one of Aspects 1 to 7, wherein each of the flange bodies is configured with a front flange portion extending upward from a front edge portion of the horizontal plate portion and a rear flange portion extending upward from a rear edge portion of the horizontal plate portion. (Aspect 9) The side sill structure according to Aspect 8, wherein the front flange portion and the rear flange portion are inclined so as to move away from each other in the vehicle length direction as they extend upward. (Aspect 10) The side sill structure according to Aspect 9, wherein the front flange portion and the rear flange portion have one bent portion between their lower ends and upper ends, and each of the plurality of tubular structures is defined by the horizontal plate portion, the front flange portion, the rear flange portion, and the upper wall, and has a hexagonal cross section when viewed in the vehicle width direction. (Aspect 11) The side sill structure according to any one of Aspects 1 to 10, wherein the energy absorbing structure further includes an outer patch having an upper cover portion covering an upper portion of the flange body and a side cover portion extending downward from a side edge of the upper cover portion to cover a side portion of the flange body in the vehicle width direction, wherein the side cover portion is welded to the outer wall, and the upper cover portion is welded to the upper wall. (Aspect 12) The side sill structure according to any one of Aspects 1 to 11, wherein the energy absorbing structure further includes a reinforcing component joined to the flange body. (Aspect 13) The side sill structure according to Aspect 12, wherein a tab portion is provided at the outer end portion in the vehicle width direction of the reinforcing component, wherein the plate thickness direction of the first vertical plate portion and the plate thickness direction of the tab portion are oriented in the vehicle width direction, and the first vertical plate portion and the tab portion are overlapped on the inner surface of the outer wall and joined to the outer wall.(Aspect 14) The side sill structure according to Aspect 12 or 13, wherein each of the flange bodies is composed of a front flange portion extending upward from a front edge portion of the horizontal plate portion and a rear flange portion extending upward from a rear edge portion of the horizontal plate portion, and the reinforcing component has: a front wall portion extending in the vertical direction passing through the through hole adjacent to a front of the front flange portion and joined to an outer surface of the front flange portion, a rear wall portion extending in the vertical direction passing through the through hole adjacent to a rear of the rear flange portion and joined to the outer surface of the rear flange portion, and a web portion connecting lower ends of the front wall portion and the rear wall portion in the vehicle length direction below the horizontal plate portions. (Aspect 15) The side sill structure according to Aspect 14, wherein the web portion is provided with a raised bottom portion that protrudes upward and extends in the vehicle width direction, and the raised bottom portion is welded to the horizontal plate portions. (Aspect 16) The side sill structure according to any one of Aspects 1 to 15, wherein the energy absorbing structure further includes a plurality of tubular parts each extending in the vehicle width direction and having a closed cross section when viewed in the vehicle width direction, and each of the plurality of tubular parts is joined to at least one of the horizontal plate portion and the flange body. (Aspect 17) The side sill structure according to Aspect 16, wherein the base part is molded from the same type of metal material as the side sill main body, the tubular part is molded from a metal material different from that of the side sill main body and the base part, the base part is welded to the side sill main body, and the tubular part is mechanically joined to the base part.

[0126] This application claims priority from Japanese Patent Application No. 2023-016261, filed February 6, 2023. Japanese Patent Application No. 2023-016261 is incorporated herein by reference.

[0127] REFERENCE SIGNS LIST 1 Vehicle 2 Vehicle body 3 Battery 100, 200, 300, 400, 500, 600 Side sill 101 Side sill main body 102, 202, 302, 402, 502, 602 Energy absorption structure 111 Outer wall 112 Inner wall 113 Upper wall 114 Lower wall 115 Upper flange 116 Lower flange 117 Outer side sill 117a Outer upper wall 117b Outer lower wall 117c Outer upper flange 117d Outer lower flange 117e Space 118 Inner side sill 118a Inner upper wall 118b Inner lower wall 118c Inner upper flange 118d Inner lower flange 118e Space 121, 321, 421, 521, 621 Base part 122 Outer patch 123 Inner patch 224, 324, 424 Reinforcing part 525, 625 Cylindrical part 526 Fastening structure 127, 527 Adhesive 130 Blank plate 130a Initial through hole 131 Through hole 132 First vertical plate portion 133 Second vertical plate portion 134 Horizontal plate portion 134a Intermediate horizontal plate portion 134b Front end horizontal plate portion 134c Rear end horizontal plate portion 135, 435 Flange body 135a Projection portion 135F, 435F Front flange portion 135R, 435R Rear flange portion 136, 636 Tab portion 136F Front tab portion 136R Rear tab portion 636Fa Outer front tab portion 636Fb Inner front tab portion 636Ra Outer rear tab portion 636Rb Inner rear tab portion 337 Bead portion 538 Bolt insertion hole 639F, 639R Engagement piece 440 Bent portion 441 First upright portion 442 Second upright portion 151 Upper cover portion 152 Side cover portion 156 Upper cover portion 157 Side cover portion 261 Web portion 262, 462 Front wall portion 263, 463 Rear wall portion 264 Bottom raised portion 365 Tab portion 571 Bottom wall 572 Upper wall 573F, 573R Lower side wall 574F, 574R, 674F, 674R Upper side wall 674a Lower step wall 674b Riser portion 674c Upper step wall 575 Lower ridge portion 576F, 576R Side ridge portion 577 Through hole 678 Extension portion 679 Slit

Claims

a first vertical plate portion extending in the vehicle length direction on the outer side of the vehicle width direction and joined to an inner surface of the outer wall; a plurality of horizontal plate portions each extending in the vehicle width direction from the first vertical plate portion between two adjacent ones of the plurality of through holes and aligned in the vehicle length direction; and a plurality of flange bodies cut upwardly from each of the plurality of horizontal plate portions and aligned at intervals in the vehicle length direction.

2. The side sill structure according to claim 1, wherein the base part is formed from the same metal material as the side sill body, and the first vertical plate part is welded to the outer side wall.

3. A side sill structure as described in claim 1, wherein the thickness direction of the first vertical plate portion is oriented in the vehicle width direction, and the first vertical plate portion is overlapped with the inner surface of the outer wall.

4. The side sill structure according to claim 1, wherein the base component further has a second vertical plate portion extending in the vehicle length direction on the inner side in the vehicle width direction relative to the multiple through holes, continuing with the multiple horizontal plate portions, and overlapping the inner surface of the inner wall.

5. The side sill structure according to claim 1, wherein at least one of the plurality of horizontal plate portions is provided with a bead portion that protrudes upward or downward and extends in the vehicle width direction.

6. The side sill structure according to claim 1, wherein a tab portion is provided on an upper end of the flange body, and an upper surface of the tab portion is overlapped with an inner surface of the upper wall.

7. The side sill structure according to claim 1, wherein the flange body has one or more bent portions between the lower end and the upper end.

8. A side sill structure as set forth in claim 1, wherein each of the flange bodies is composed of a front flange portion extending upward from a front edge portion of the horizontal plate portion, and a rear flange portion extending upward from a rear edge portion of the horizontal plate portion.

9. The side sill structure according to claim 8, wherein the front flange portion and the rear flange portion are inclined so as to move away from each other in the vehicle length direction as they extend upward.

10. The side sill structure as described in claim 9, wherein the front flange portion and the rear flange portion have one bent portion between their lower ends and upper ends, and each of the multiple tubular structures is defined by the horizontal plate portion, the front flange portion, the rear flange portion, and the upper wall, and has a hexagonal cross section when viewed in the vehicle width direction.

11. A side sill structure as described in claim 1, wherein the energy absorbing structure further comprises an outer patch having an upper cover portion covering an upper portion of the flange body and a side cover portion extending downward from a side edge of the upper cover portion to cover a side portion of the flange body in the vehicle width direction, the side cover portion being welded to the outer wall, and the upper cover portion being welded to the upper wall.

12. The side sill structure according to claim 1, wherein the energy absorbing structure further comprises a reinforcing part joined to the flange body.

13. A side sill structure as described in claim 12, wherein a tab portion is provided on the outer end portion in the vehicle width direction of the reinforcing part, the plate thickness direction of the first vertical plate portion and the plate thickness direction of the tab portion are oriented in the vehicle width direction, and the first vertical plate portion and the tab portion are overlapped on the inner surface of the outer wall and joined to the outer wall.

14. A side sill structure as described in claim 12, wherein each of the flange bodies is composed of a front flange portion extending upward from a front edge portion of the horizontal plate portion, and a rear flange portion extending upward from a rear edge portion of the horizontal plate portion, and the reinforcing part has: a front wall portion extending in the vertical direction passing through the through hole adjacent to the front of the front flange portion and joined to the outer surface of the front flange portion, a rear wall portion extending in the vertical direction passing through the through hole adjacent to the rear of the rear flange portion and joined to the outer surface of the rear flange portion, and a web portion connecting lower ends of the front wall portion and the rear wall portion in the vehicle length direction below the horizontal plate portion.

15. The side sill structure according to claim 14, wherein the web portion is provided with a bottom-raised portion that protrudes upward and extends in the vehicle width direction, and the bottom-raised portion is welded to the horizontal plate portion.

16. A side sill structure as described in claim 1, wherein the energy absorbing structure further comprises a plurality of tubular parts each extending in the vehicle width direction and having a closed cross section when viewed in the vehicle width direction, and each of the plurality of tubular parts is joined to at least one of the horizontal plate portion and the flange body.

17. The side sill structure according to claim 16, wherein the base component is molded from the same type of metal material as the side sill body, the tubular component is molded from a metal material different from that of the side sill body and the base component, the base component is welded to the side sill body, and the tubular component is mechanically joined to the base component.

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