Side sill reinforcement structure

Abstract

This side sill reinforcement structure 100 comprises: a first closed cross section part 111 which extends in a vehicle front-rear direction and has a closed cross section shape in a cross section perpendicular to the vehicle front-rear direction; a second closed cross section part 112 which extends in the vehicle front-rear direction, has a closed cross section shape in a cross section perpendicular to the vehicle front-rear direction, and is spaced inward from the first closed cross section part 111 in a vehicle width direction; and one or more support members 120 extending in the vehicle width direction and disposed at intervals in the vehicle front-rear direction between the first closed cross section part 111 and the second closed cross section part 112.

Description

Side sill reinforcement structure

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

[0002] Automobile side sills are required to provide high safety performance in automobile collisions. In particular, during a side collision, such as when a vehicle spins and strikes the side of the vehicle with an object such as a pole, a large impact load is applied to the side sill. It is therefore necessary to ensure that the passenger compartment is protected from such a side collision. Furthermore, during a small overlap collision (i.e., a head-on collision in which the impact load is applied to a portion of the front of the vehicle, in the width direction, of one-quarter or less), a large impact load is also applied to the side sill. It is also necessary to ensure that the passenger compartment is protected from such a small overlap collision.

[0003] For example, Patent Document 1 discloses a body structure for an electric vehicle. This body structure includes a hollow first member disposed below the side sill and outboard of the battery in the vehicle width direction, extending in the vehicle longitudinal direction, and having a closed cross section perpendicular to the vehicle longitudinal direction; and at least one steel second member extending in the vehicle width direction from the battery toward the first member, the cross section perpendicular to the vehicle width direction constituting at least a portion of the closed cross section. When an object such as a pole collides with the side of the vehicle body, the hollow first member collapses together with the side sill to absorb the impact, and the side sill and the first member disperse the impact in the vehicle longitudinal direction. Next, the second member extending in the vehicle width direction supports the first member from the inside in the vehicle width direction, allowing the second member to firmly absorb the impact from the side of the vehicle and further absorb the impact by collapsing.

[0004] Japanese Patent Application Laid-Open No. 2022-172931

[0005] Patent Document 1 discloses a structure that receives an impact load at two stages, a first member and a second member, but does not provide a member for distributing the impact load on the inner side of the second member in the vehicle width direction. As a result, there is a risk that the impact load cannot be fully distributed, and there is room for improvement in collision safety performance in the event of a side collision.

[0006] An object of the present disclosure is to provide a side sill reinforcement structure that has high collision safety performance.

[0007] The present disclosure provides a side sill reinforcement structure arranged inside or adjacent to a side sill, comprising: a first closed cross-sectional portion extending in a vehicle longitudinal direction and having a closed cross-sectional shape in a cross section perpendicular to the vehicle longitudinal direction; a second closed cross-sectional portion extending in the vehicle longitudinal direction and having a closed cross-sectional shape in a cross section perpendicular to the vehicle longitudinal direction and arranged spaced apart inward in the vehicle width direction from the first closed cross-sectional portion; and at least one support member extending in the vehicle width direction and arranged at an interval in the vehicle longitudinal direction between the first closed cross-sectional portion and the second closed cross-sectional portion.

[0008] According to this configuration, in the event of a side collision in which an object such as a pole strikes the side of the vehicle body, the first closed cross-sectional portion distributes the impact load in the longitudinal direction of the vehicle body. The at least one support member supports the first closed cross-sectional portion from the inside in the vehicle width direction, firmly receiving the impact load distributed by the first closed cross-sectional portion at at least one location. The second closed cross-sectional portion further distributes the impact load received by the at least one support member in the longitudinal direction of the vehicle. In this manner, the first closed cross-sectional portion, the at least one support member, and the second closed cross-sectional portion can effectively absorb the impact load of a side collision in three stages in the longitudinal direction of the vehicle. Furthermore, the first closed cross-sectional portion, the second closed cross-sectional portion, and the at least one support member can function to collapse during a side collision and absorb the impact load. Furthermore, because the first closed cross-sectional portion and the second closed cross-sectional portion have a closed cross-sectional shape in a cross section perpendicular to the longitudinal direction of the vehicle, they can firmly receive the impact load during a collision in the longitudinal direction of the vehicle, such as a small overlap collision, and exhibit high load-bearing capacity. This makes it possible to provide a side sill reinforcement structure with high collision safety performance. In particular, in the case of a vehicle body structure in which the load is transferred from the side sill to the floor cross member, the above configuration can function effectively because higher impact dispersion performance is required compared to a structure in which the load is transferred from the side sill to the battery case.

[0009] The at least one support member may include a plurality of support members.

[0010] According to this configuration, the first closed cross-sectional portion is supported from the inside in the vehicle width direction by the multiple support members, and the impact load dispersed by the first closed cross-sectional portion is firmly received at multiple locations and further dispersed in the fore-and-aft direction of the vehicle, thereby further improving impact dispersion performance.

[0011] The side sill reinforcement structure may further include a connecting portion that connects the first closed cross-sectional portion and the second closed cross-sectional portion, and the first closed cross-sectional portion, the second closed cross-sectional portion, and the connecting portion may be integrally configured as a single member.

[0012] This configuration reduces the number of parts compared to when the first closed cross-sectional portion, the second closed cross-sectional portion, and the connecting portion are configured as separate parts. Specifically, the first closed cross-sectional portion, the second closed cross-sectional portion, and the connecting portion may be configured integrally as a roll-formed member or an aluminum extrusion.

[0013] The at least one support member may be joined to at least one of the first closed cross-sectional portion, the second closed cross-sectional portion, and the connecting portion.

[0014] According to this configuration, the impact load received by at least one support member can be transmitted to at least one of the first closed cross-sectional portion, the second closed cross-sectional portion, and the connecting portion, thereby achieving high impact dispersion performance.

[0015] The connection portion may have a shape that is bent so as to be convex toward the at least one support member when viewed in the vehicle front-rear direction.

[0016] This configuration allows the direction of deformation of the connection portion in a side collision to be guided toward the at least one support member. The area near the at least one support member is reinforced and therefore has high strength. Therefore, a higher load capacity can be achieved compared to when the connection portion deforms in a direction away from the at least one support member.

[0017] The side sill reinforcing structure may be disposed only in the interior of the side sill.

[0018] According to this configuration, the side sill reinforcing structure is not disposed on the outside of the side sill, thereby enabling space saving.

[0019] The first closed cross-sectional portion may be smaller than the second closed cross-sectional portion.

[0020] According to this configuration, the first closed cross-section portion is disposed outward in the vehicle width direction relative to the second closed cross-section portion, and therefore receives an impact load before the second closed cross-section portion in the event of a side collision. Therefore, the first closed cross-section portion is required to have a higher load capacity than the second closed cross-section portion. Therefore, the first closed cross-section portion is formed smaller than the second closed cross-section portion, and the load capacity of the first closed cross-section portion is made larger than the load capacity of the second closed cross-section portion. This allows the required load capacity to be efficiently secured.

[0021] A step portion may be formed in at least one of the first closed cross-sectional portion and the second closed cross-sectional portion.

[0022] According to this configuration, the step portion can improve rigidity, thereby improving load resistance.

[0023] At least one of the first closed cross-sectional portion and the second closed cross-sectional portion may have an initial irregularity formed therein that is oriented so as to be crushed inward of the closed cross-section.

[0024] According to this configuration, the initial irregularities cause the closed cross-section portion to collapse inward, thereby achieving a higher load resistance than when the closed cross-section portion collapses inward.

[0025] Each of the at least one support member may be a single component, or may be combined with other components to form a closed cross-sectional shape in a cross section perpendicular to the vehicle width direction.

[0026] According to this configuration, the closed cross-sectional shape in the cross section perpendicular to the vehicle width direction can achieve a higher load resistance against a side collision.

[0027] According to the present disclosure, a side sill reinforcement structure having high collision safety performance can be provided.

[0028] 1 is a perspective view showing the body structure of an electric vehicle. A perspective view showing the side sill of FIG. 1. A perspective view showing the side sill reinforcing structure according to the first embodiment of the present invention. A perspective view showing a support member. A plan view of the side sill reinforcing structure according to the first embodiment. A cross-sectional view taken along line VI-VI of FIG. 5. A cross-sectional view of the side sill reinforcing structure according to the first embodiment. A cross-sectional view of the side sill reinforcing structure according to the second embodiment. A cross-sectional view of the side sill reinforcing structure according to the third embodiment. A cross-sectional view of the side sill reinforcing structure according to the fourth embodiment. A cross-sectional view of the side sill reinforcing structure according to the fifth embodiment. A cross-sectional view of the side sill reinforcing structure according to the sixth embodiment. A cross-sectional view of the side sill reinforcing structure according to the seventh embodiment. A cross-sectional view of the side sill reinforcing structure according to the eighth embodiment. A cross-sectional view of the side sill reinforcing structure according to the ninth embodiment. A cross-sectional view of the side sill reinforcing structure according to the tenth embodiment. A cross-sectional view of the side sill reinforcing structure according to the eleventh embodiment. A cross-sectional view of the side sill reinforcing structure according to the twelfth embodiment. A cross-sectional view of the side sill reinforcing structure according to the thirteenth embodiment. A cross-sectional view of the side sill reinforcing structure according to the fourteenth embodiment. 14. A perspective view of a portion of a support member in a fourteenth embodiment. 15. A cross-sectional view of a side sill reinforcing structure in a fifteenth embodiment. 16. A cross-sectional view of a side sill reinforcing structure in a sixteenth embodiment. 17. A cross-sectional view of a side sill reinforcing structure in a seventeenth embodiment. 17. A perspective view of a support member in a seventeenth embodiment. 18. A cross-sectional view of a side sill reinforcing structure in an eighteenth embodiment. 19. A cross-sectional view of a side sill reinforcing structure in a nineteenth embodiment.

[0029] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

[0030] First Embodiment In this embodiment, a side sill reinforcement structure 100 that is applied to a side sill 10 of a body structure 1 of an electric vehicle will be described with reference to Fig. 1. However, the side sill reinforcement structure 100 is applicable not only to electric vehicles, but also to any vehicle such as an internal combustion engine vehicle or a hybrid vehicle.

[0031] In Fig. 1, the longitudinal direction of the vehicle is indicated by the symbol X (arrow pointing forward), the transverse direction of the vehicle is indicated by the symbol Y (arrow pointing left), and the vertical direction of the vehicle is indicated by the symbol Z (arrow pointing upward). These directions are indicated in the same manner in Fig. 2 and subsequent figures.

[0032] In the body structure 1 of the electric vehicle, a battery 20 for propulsion is disposed under a floor panel 30 that constitutes the floor surface of the passenger compartment R. The battery 20 is shown schematically by dashed lines as a rectangular parallelepiped housed in a protective case, and is disposed across the entire underfloor area of ​​the passenger compartment R. In addition, floor cross members 31, 32, and 33 extending in the vehicle width direction are disposed above the floor panel 30.

[0033] The side sill 10 extends in the front-rear direction of the vehicle on both outer sides of the battery 20 and the passenger compartment R in the vehicle width direction. The side sill 10 constitutes an outer side surface of the vehicle body structure 1. The side sill 10 is supported from the inner side in the vehicle width direction by floor cross members 31, 32, and 33, rather than by the battery 20. As a result, when an impact load is applied to the side sill 10 in the vehicle width direction, the impact load is transmitted to the floor cross members 31, 32, and 33, rather than to the battery 20.

[0034] 2, the side sill 10 has an outer panel 11 disposed on the outer side in the vehicle width direction and an inner panel 12 disposed on the inner side in the vehicle width direction. The outer panel 11 and the inner panel 12 are both formed by bending flat steel plates into a hat shape and are bonded to each other to form an interior space S1.

[0035] In this embodiment, the side sill reinforcement structure 100 is provided inside the side sill 10 (interior space S1), and is not provided outside the side sill 10. That is, the side sill reinforcement structure 100 is disposed only inside the side sill 10. However, the location of the side sill reinforcement structure 100 is not limited to the inside of the side sill 10. The side sill reinforcement structure 100 may also be disposed outside the side sill 10, for example, adjacent to the side sill 10. When the side sill reinforcement structure 100 is disposed adjacent to the side sill 10, it may also be disposed above or below the side sill 10.

[0036] 3, the interior space S1 of the side sill 10 is provided with a side sill reinforcement structure 100 including a core material 110 extending over the entire length of the side sill 10 and a plurality of support members 120 spaced apart in the vehicle longitudinal direction. In this embodiment, the plurality of support members 120 are spaced apart at equal intervals in the vehicle longitudinal direction. Note that FIG. 3 shows a state in which the outer panel 11 has been removed from FIG. 2. In FIG. 3, the portion indicated by the dashed circle is shown enlarged.

[0037] The core material 110 has a first closed cross-sectional portion 111 that extends in the vehicle longitudinal direction and has a closed cross-sectional shape in a cross section perpendicular to the vehicle longitudinal direction, and a second closed cross-sectional portion 112 that extends in the vehicle longitudinal direction and has a closed cross-sectional shape in a cross section perpendicular to the vehicle longitudinal direction and is spaced apart on the inner side in the vehicle width direction from the first closed cross-sectional portion 111. In the illustrated example, the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112 have the same rectangular shape and define internal spaces S2 and S3, respectively.

[0038] The core material 110 also has a connecting portion 113 that connects the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112. The connecting portion 113 is in the shape of a flat plate.

[0039] In this embodiment, the core material 110 is formed by roll-forming a flat steel plate, and the first closed cross-sectional portion 111, the second closed cross-sectional portion 112, and the connection portion 113 are integrally configured as a single member. Two ends 110a, 110b of the steel plate are arranged on the connection portion 113 with a gap D in the vehicle width direction and are welded to the connection portion 113. The two ends 110a, 110b of the core material 110 are located above the connection portion 113. Note that, as will be described in detail in the embodiment below, the core material 110 is not limited to a roll-formed member and may be a press-formed member, an extruded member, or the like.

[0040] The core material 110 defines a recessed space S4 for arranging a plurality of support members 120 between the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112 and above the connection portion 113. The recessed space S4 is open upward, and the support members 120 can be placed into the recessed space S4 from above.

[0041] 3 and 4 , the support members 120 are disposed in a recessed space S4 defined by the core material 110. Each of the support members 120 extends in the vehicle width direction, from the first closed cross-sectional portion 111 to the second closed cross-sectional portion 112. Each of the support members 120 is a press-formed member formed by bending a steel plate into two consecutive hat shapes. That is, each of the support members 120 has a corrugated plate shape. Each of the support members 120 has an extension portion 121 extending in the vehicle width direction on its upper surface. The extension portion 121 is provided with a welding point WP (see FIG. 5 ), which will be described later in detail in the embodiment. Note that the support members 120 are not limited to press-formed members, but may also be roll-formed members, extruded members, or the like.

[0042] Referring to Fig. 5, each of the support members 120 is joined to the upper surface of the first closed cross-sectional portion 111, the upper surface of the second closed cross-sectional portion 112, and the upper surfaces of the two end portions 110a, 110b (see weld points WP). The arrangement of the weld points WP is not limited to that shown in the figure, but it is preferable that the support members 120 are joined to at least one of the first closed cross-sectional portion 111, the second closed cross-sectional portion 112, and the connecting portion 113. Various joining methods can also be selected. Note that Fig. 5 shows an enlarged view of the area indicated by the dashed circle.

[0043] In this embodiment, each of the multiple support members 120 has the same material, thickness, and shape. Therefore, each of the multiple support members 120 has the same strength. However, the center region of the side sill 10 in the vehicle longitudinal direction (e.g., a region approximately in the central one-third of the overall length of the side sill 10) is where the center of gravity of the vehicle body structure 1 is located, and therefore may require high load resistance in a side collision. Therefore, only some of the multiple support members 120 arranged in this center region may be made high-strength, for example, by using a harder material, increasing the thickness, or forming a highly rigid shape.

[0044] 6 , each of the support members 120, together with other components (core material 110), defines a closed cross-sectional shape in a cross section perpendicular to the vehicle width direction. In the illustrated example, the internal space S5 is defined by a generally trapezoidal closed cross-sectional shape, but the shape is not particularly limited. Each of the support members 120 may be a single component that defines the closed cross-sectional shape, and may be, for example, a circular tube or a polygonal tube.

[0045] 7 , in the side sill reinforcement structure 100, the plurality of support members 120 support the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112 in the vehicle width direction in the recessed space S4. Because the plurality of support members 120 connect the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112 at their upper surfaces, they function to resist deformation not only when a compressive force in the vehicle width direction is applied to the core material 110, but also when a tensile force in the vehicle width direction is applied.

[0046] According to the side sill reinforcement structure 100 of this embodiment, in the event of a side collision in which an object such as a pole strikes the side of the vehicle body, the first closed cross-sectional portion 111 distributes the impact load in the longitudinal direction of the vehicle body. The multiple support members 120 support the first closed cross-sectional portion 111 from the inside in the vehicle width direction, firmly receiving the impact load distributed by the first closed cross-sectional portion 111 at multiple locations. The second closed cross-sectional portion 112 further distributes the impact load received by the multiple support members 120 in the longitudinal direction of the vehicle. In this way, the first closed cross-sectional portion 111, the multiple support members 120, and the second closed cross-sectional portion 112 can effectively absorb the impact load of a side collision in three stages in the longitudinal direction of the vehicle. Furthermore, the first closed cross-sectional portion 111, the second closed cross-sectional portion 112, and the multiple support members 120 can function to collapse during a side collision and absorb the impact load. Furthermore, because the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112 have a closed cross-sectional shape in a cross section perpendicular to the vehicle longitudinal direction, they can firmly absorb impact loads during a vehicle longitudinal collision, such as a small overlap collision, and exhibit high load resistance. Therefore, a side sill reinforcement structure 100 with high collision safety performance can be provided. In particular, in the case of a structure such as this embodiment in which the load is transferred from the side sill 10 to the floor cross members 31, 32, and 33, higher impact dispersion performance is required compared to a structure in which the load is transferred from the side sill 10 to the battery 20, and therefore the configuration of this embodiment can function effectively.

[0047] Furthermore, since the first closed cross-section portion 111, the second closed cross-section portion 112, and the connecting portion 113 are integrally constructed as a roll-forming member, the number of parts can be reduced compared to when the first closed cross-section portion 111, the second closed cross-section portion 112, and the connecting portion 113 are constructed as separate parts.

[0048] Furthermore, since the side sill reinforcement structure 100 is disposed only inside the side sill 10, the side sill reinforcement structure 100 is not disposed outside the side sill 10, thereby enabling space saving.

[0049] Furthermore, since multiple support members 120 are joined to the first closed cross-section portion 111, the second closed cross-section portion 112, and the connection portion 113, the impact load received by the multiple support members 120 can be transmitted to the first closed cross-section portion 111, the second closed cross-section portion 112, and the connection portion 113, thereby achieving high impact dispersion performance.

[0050] Second Embodiment The side sill reinforcement structure 100 according to the second embodiment shown in Fig. 8 differs from the first embodiment in the shape of the connecting portion 113 of the core material 110. Other than this, the second embodiment is substantially the same as the first embodiment. Therefore, the description of the portions shown in the first embodiment may be omitted.

[0051] In this embodiment, the connecting portion 113 of the core material 110 has a shape that is bent so as to be convex toward the support member 120 when viewed from the vehicle front-rear direction. Specifically, the connecting portion 113 has a bent portion 113a that is bent upward in the center in the vehicle width direction.

[0052] Each of the plurality of support members 120 has a shape on the lower surface that is complementary to the shape of the connecting portion 113 .

[0053] The side sill reinforcement structure 100 of this embodiment can guide the deformation of the connecting portion 113 in a side collision toward the support members 120 (upward in FIG. 8 ). The reinforced portion near the support members 120 has high strength. Therefore, a higher load resistance can be achieved compared to when the connecting portion 113 deforms in a direction away from the support members 120.

[0054] (Third embodiment) The side sill reinforcement structure 100 of the third embodiment shown in Fig. 9 differs from the first embodiment in the sizes of the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112. Other than this, the third embodiment is substantially the same as the first embodiment. Therefore, the description of the portions shown in the first embodiment may be omitted.

[0055] In this embodiment, the first closed cross-sectional portion 111 is smaller than the second closed cross-sectional portion 112. In the illustrated example, the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112 have the same size in the vehicle up-down direction, but the size of the first closed cross-sectional portion 111 in the vehicle width direction is approximately half the size of the second closed cross-sectional portion 112. Accordingly, the tips of the two end portions 110a, 110b of the core material 110 are located outward in the vehicle width direction from the center line CL in the vehicle width direction.

[0056] According to the side sill reinforcement structure 100 of this embodiment, the first closed cross-section portion 111 is disposed further outward in the vehicle width direction than the second closed cross-section portion 112, and therefore receives an impact load before the second closed cross-section portion 112 during a side collision. Therefore, the first closed cross-section portion 111 is required to have a higher load-bearing capacity than the second closed cross-section portion 112. Therefore, the first closed cross-section portion 111 is formed smaller than the second closed cross-section portion 112, and the load-bearing capacity of the first closed cross-section portion 111 is made larger than the load-bearing capacity of the second closed cross-section portion 112. This makes it possible to efficiently ensure the required load-bearing capacity.

[0057] 10 shows a side sill reinforcement structure 100 according to a fourth embodiment, which has a stepped portion 111a in a core material 110. Other than this, the fourth embodiment is substantially the same as the third embodiment. Therefore, the description of the portions shown in the first and third embodiments may be omitted.

[0058] In this embodiment, the step portion 111a is provided only in the first closed cross-sectional portion 111. The step portion 111a is formed at a corner portion of the first closed cross-sectional portion 111 on the inner side in the vehicle width direction and on the lower side in the vehicle up-down direction, so as to rise by one step from the inner side in the vehicle width direction to the outer side (from right to left in FIG. 10 ). However, the shape of the step portion 111a is not particularly limited, and may have two or more steps. Alternatively, the step portion may be provided only in the second closed cross-sectional portion 112, or may be provided in both the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112. That is, the step portion may be formed in at least one of the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112.

[0059] According to the side sill reinforcement structure 100 of this embodiment, the step portion 111a can improve the rigidity of the first closed cross-section portion 111, thereby improving the load-bearing capacity.

[0060] 11, the side sill reinforcement structure 100 of the fifth embodiment has two ends 110a, 110b of the core material 110 positioned below the connecting portion 113. Other than this, the fifth embodiment is substantially the same as the first embodiment. Therefore, the description of the parts shown in the first embodiment may be omitted.

[0061] In this embodiment, the two ends 110 a and 110 b of the core material 110 are located below the connecting portion 113 .

[0062] As in the side sill reinforcement structure 100 of this embodiment, the positions of the two ends 110a, 110b of the core material 110 can be set arbitrarily.

[0063] 12 shows a side sill reinforcement structure 100 according to a sixth embodiment, which has an initial irregularity 111b in a core material 110. Other than this, the sixth embodiment is substantially the same as the fifth embodiment. Therefore, the description of the parts shown in the fifth embodiment may be omitted.

[0064] In this embodiment, only the first closed cross-sectional portion 111 has an initial irregularity 111b formed therein, oriented so as to collapse toward the inside of the closed cross-section. The initial irregularity 111b has a curved shape that convexly extends inward relative to the rectangular shape of the first closed cross-sectional portion 111. The initial irregularity 111b is formed on the upper and lower edges of the first closed cross-sectional portion 111. This makes the first closed cross-sectional portion 111 more susceptible to crushing in the vehicle width direction and more susceptible to absorbing a side collision load. However, the position and shape of the initial irregularity 111b are not particularly limited. Alternatively, the initial irregularity may be formed only on the second closed cross-sectional portion 112, or on both the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112. That is, the initial irregularity may be formed on at least one of the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112.

[0065] According to the side sill reinforcement structure 100 of this embodiment, the initial irregularity 111b causes the first closed cross-section portion 111 to collapse inward, thereby achieving a higher load capacity than when the first closed cross-section portion 111 collapses inward, opening outward.

[0066] 13, one 110a of the two end portions 110a, 110b of the core material 110 is provided within a first closed cross-sectional portion 111, and the other 110b is provided within a second closed cross-sectional portion 112. Other than this, the side sill reinforcement structure 100 is substantially the same as the fifth embodiment. Therefore, a description of the portions shown in the fifth embodiment may be omitted.

[0067] In this embodiment, the two ends 110a, 110b of the core material 110 do not extend to the connecting portion 113, but terminate within the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112, respectively. Therefore, the weight can be reduced compared to the fifth embodiment (see FIG. 11 ) in which the two ends 110a, 110b of the core material 110 extend to the connecting portion 113.

[0068] Eighth Embodiment In a side sill reinforcement structure 100 according to an eighth embodiment shown in Fig. 14, a first closed cross-sectional portion 111 is formed by an outer panel 11 and a core material 110. Other than this, the eighth embodiment is substantially the same as the first embodiment. Therefore, a description of the portions shown in the first embodiment may be omitted.

[0069] In this embodiment, the first closed cross-sectional portion 111 is not composed of the core material 110 alone, but is composed of both the core material 110 and the outer panel 11. In the first closed cross-sectional portion 111, the core material 110 has a shape that opens outward in the vehicle width direction. Accordingly, two ends 110a, 110b of the core material 110 are opened in the vehicle up-down direction and joined (e.g., welded) to the outer panel 11. Alternatively, the structure may be reversed from the illustrated one, that is, the second closed cross-sectional portion 112 may not be composed of the core material 110 alone, but may be composed of both the core material 110 and the inner panel 12.

[0070] 15 shows a side sill reinforcement structure 100 according to a ninth embodiment, in which the core material 110 is not configured as a single component. Other than this, the structure is substantially the same as the first embodiment. Therefore, the description of the components shown in the first embodiment may be omitted.

[0071] In this embodiment, the core 110 includes an outer core 110A located on the outer side in the vehicle width direction and an inner core 110B located on the inner side in the vehicle width direction. The outer core 110A forms a first closed cross-sectional portion 111 and a portion of the connecting portion 113. The inner core 110B forms a second closed cross-sectional portion 112 and a portion of the connecting portion 113. The outer core 110A may have a higher strength than the inner core 110B. Specifically, the outer core 110A may be thicker than the inner core 110B, or the material of the outer core 110A may be harder than the material of the inner core 110B. Conversely, if necessary, the inner core 110B may have a higher strength than the outer core 110A.

[0072] Although not shown in detail, the core 110 may be composed of three parts. For example, the first closed cross-sectional portion 111, the second closed cross-sectional portion 112, and the connecting portion 113 may be composed of separate parts.

[0073] 10th Embodiment In a side sill reinforcement structure 100 of the 10th embodiment shown in Fig. 16, the core material 110 is not a roll-formed member but is made of three press-formed steel plate members. Other than this, the structure is substantially the same as the eighth embodiment. Therefore, a description of the parts shown in the eighth embodiment may be omitted.

[0074] In this embodiment, the core material 110 is not configured as a roll-formed member as in the first to ninth embodiments, but is configured as a press-formed member made of three bent steel plates. The three steel plates are joined together by spot, arc, or laser welding, etc.

[0075] The core material 110 includes an outer upper core material 110C located at the upper outer side in the vehicle width direction, an inner upper core material 110D located at the upper inner side in the vehicle width direction, and a lower core material 110E located below the outer upper core material 110C and the inner upper core material 110D. The outer upper core material 110C extends from the outer panel 11 to the center inside the side sill 10 in the vehicle width direction and constitutes a part of the first closed cross-sectional portion 111 and a part of the connecting portion 113. The inner upper core material 110D extends from the inner panel 12 to the center inside the side sill 10 in the vehicle width direction and constitutes a part of the second closed cross-sectional portion 112 and a part of the connecting portion 113. The lower core material 110E extends from the outer panel 11 to the inner panel 12 in the vehicle width direction and constitutes a part of the first closed cross-sectional portion 111, a part of the second closed cross-sectional portion 112, and a part of the connecting portion 113.

[0076] In the first closed cross-sectional portion 111, the outer upper core material 110C and the lower core material 110E open up and down on the outer side in the vehicle width direction to form an opening, which is closed by the outer panel 11. The second closed cross-sectional portion 112 is made up of the inner upper core material 110D and the lower core material 110E. The core material 110 is joined to the outer panel 11 and the inner panel 12 by welding, such as spot welding, or by adhesive. Alternatively, the structure shown in the figure may be reversed left and right, i.e., the second closed cross-sectional portion 112 may not be composed of the core material 110 alone, but may be composed of both the core material 110 and the inner panel 12.

[0077] 17 shows a side sill reinforcement structure 100 according to an eleventh embodiment, which differs from the tenth embodiment in the shape of the first closed cross-sectional portion 111. Other than this, the side sill reinforcement structure 100 is substantially the same as the tenth embodiment. Therefore, the description of the portions shown in the tenth embodiment may be omitted.

[0078] In this embodiment, the core 110 is made of three press-formed steel plate members. The core 110 includes an outer upper core 110F located at the outer upper portion in the vehicle width direction, an inner upper core 110D located at the inner upper portion in the vehicle width direction, and a lower core 110G located below these. In the first closed cross-sectional portion 111, the outer upper core 110F and the lower core 110G are not open in the vertical direction on the outer side in the vehicle width direction as in the tenth embodiment (see FIG. 16 ). Instead, their ends overlap each other to close the first closed cross-sectional portion 111. That is, the first closed cross-sectional portion 111 is made of the outer upper core 110F and the lower core 110G. The second closed cross-sectional portion 112 is made of the inner upper core 110D and the lower core 110G. In this embodiment, the core 110 has a substantially bilaterally symmetrical shape.

[0079] 12th Embodiment The side sill reinforcement structure 100 of the 12th embodiment shown in Fig. 18 differs from that of the 10th embodiment in the shape of the second closed cross-sectional portion 112. Other than this, the side sill reinforcement structure 100 is substantially the same as the 10th embodiment. Therefore, the description of the parts shown in the 10th embodiment may be omitted.

[0080] In this embodiment, the core material 110 is composed of three press-formed steel plate members. The core material 110 includes an outer upper core material 110H located at the outer upper portion in the vehicle width direction, an inner lower core material 110I located at the inner lower portion in the vehicle width direction, and a central core material 110J extending across the space between the outer upper core material 110H and the inner lower core material 110I. The outer upper core material 110H extends from the outer panel 11 to the center of the interior of the side sill 10 in the vehicle width direction and constitutes a portion of the first closed cross-sectional portion 111 and a portion of the connecting portion 113. The inner lower core material 110I extends from the inner panel 12 to approximately one-quarter of the interior of the side sill 10 in the vehicle width direction and constitutes a portion of the second closed cross-sectional portion 112. The central core material 110J extends from the outer panel 11 to the inner panel 12 in the vehicle width direction and constitutes a portion of the first closed cross-sectional portion 111, a portion of the second closed cross-sectional portion 112, and a portion of the connecting portion 113.

[0081] In this embodiment, in the first closed cross-sectional portion 111, the outer upper core material 110H and the central core material 110J open up and down on the outer side in the vehicle width direction to form an opening, and the opening is closed by the outer panel 11. In addition, in the second closed cross-sectional portion 112, the inner lower core material 110I and the central core material 110J open up and down on the inner side in the vehicle width direction to form an opening, and the opening is closed by the inner panel 12.

[0082] 13th Embodiment A side sill reinforcement structure 100 of a 13th embodiment shown in Fig. 19 is configured as a press-formed member having a core material 110 made of two bent steel plates. Other than this, the structure is substantially the same as the 10th embodiment. Therefore, a description of the parts shown in the 10th embodiment may be omitted.

[0083] In this embodiment, the core material 110 is made of two press-formed steel plate members. The core material 110 has an upper core material 110K located on the upper side and a lower core material 110L located on the lower side. The upper core material 110K extends from the outer panel 11 to the inner panel 12 in the vehicle width direction and constitutes a portion of the first closed cross-sectional portion 111, a portion of the connecting portion 113, and a portion of the second closed cross-sectional portion 112. The lower core material 110L extends from the outer panel 11 to the inner panel 12 in the vehicle width direction and constitutes a portion of the first closed cross-sectional portion 111, a portion of the connecting portion 113, and a portion of the second closed cross-sectional portion 112.

[0084] An initial irregularity 111b is formed only on the first closed cross-section portion 111, and is oriented so as to collapse inward of the closed cross-section. The initial irregularity 111b has a shape that is bent so as to convex inward with respect to the rectangle that constitutes the first closed cross-section portion 111. The initial irregularity 111b is formed on the upper edge of the first closed cross-section portion 111. This makes it easier for the first closed cross-section portion 111 to collapse in the vehicle width direction, and easier to absorb a side collision load. However, the position and shape of the initial irregularity 111b are not particularly limited.

[0085] 20 shows a side sill reinforcement structure 100 according to a fourteenth embodiment, which is made up of two drawn members bonded together by a core material 110. Other than this, the structure is essentially the same as the tenth embodiment. Therefore, the description of the parts shown in the tenth embodiment may be omitted.

[0086] In this embodiment, the core material 110 is made of two press-formed steel plate members. The core material 110 has an outer separated core material 110M located on the outer side in the vehicle width direction and an inner separated core material 110N located on the inner side in the vehicle width direction. The outer separated core material 110M has a hat-shaped cross section and opens outward in the vehicle width direction. The opening is closed by the outer panel 11 to form a first closed cross-sectional portion 111. The inner separated core material 110N has a hat-shaped cross section and opens inward in the vehicle width direction. The opening is closed by the inner panel 12 to form a second closed cross-sectional portion 112. Note that in this embodiment, the first closed cross-sectional portion 111 and the second closed cross-sectional portion 112 in the core material 110 are not connected and are separated from each other. That is, no connecting portion is provided.

[0087] The support member 120 is formed by bonding together diaphragm members 120A and 120B. Referring to Fig. 21, the diaphragm members 120A and 120B have the same shape, that is, a cylindrical shape with a flange. The diaphragm members 120A and 120B are made of, for example, steel. However, the shape and material of the diaphragm members 120A and 120B are not particularly limited.

[0088] 22 shows a side sill reinforcement structure 100 according to a fifteenth embodiment, in which the support member 120 is made of an extruded material. Other than this, the structure is substantially the same as the fifth embodiment. Therefore, the description of the parts shown in the fifth embodiment may be omitted.

[0089] In this embodiment, the support member 120 is made of an extruded material made of, for example, an aluminum alloy. The support member 120 has a constant cross-sectional shape perpendicular to the vehicle width direction.

[0090] 23, the cross-sectional shape of the support member 120 perpendicular to the vehicle width direction is a rectangle divided into two compartments, an upper and lower. However, the cross-sectional shape of the support member 120 perpendicular to the vehicle width direction is not particularly limited, and may be, for example, a rectangle divided into three or more compartments, a rectangle divided into two or more compartments, a rectangle divided into four compartments, or a simple rectangle without any partitions. Furthermore, other than a rectangle, the cross-sectional shape may be a polygon such as a pentagon or hexagon, or a circle.

[0091] The core material 110 is the same as that in the fifth embodiment (see FIG. 11). Two ends 110a and 110b of the core material 110 are located below the connecting portion 113.

[0092] 24 shows a side sill reinforcement structure 100 according to a sixteenth embodiment, in which the support member 120 is made of a roll-formed member. Furthermore, the two ends 110a, 110b of the core member 110 are positioned above the connecting portion 113. Other than these, the sixteenth embodiment is essentially the same as the fifteenth embodiment. Therefore, a description of the portions shown in the fifteenth embodiment may be omitted.

[0093] In this embodiment, the support member 120 is made of a roll-formed member made of steel plate. The support member 120 has a constant cross-sectional shape perpendicular to the vehicle width direction. The cross-sectional shape of the support member 120 perpendicular to the vehicle width direction is not particularly limited, and may be, for example, rectangular, polygonal, or circular.

[0094] The core material 110 has roughly the same shape as in the fifteenth embodiment, but in this embodiment, the two ends 110a and 110b of the core material 110 are located above the connecting portion 113. This can be said to be substantially the same as the first embodiment shown in FIG.

[0095] The core member 110 and the support member 120 are welded to one another.

[0096] 25 shows a side sill reinforcement structure 100 according to a 16th embodiment, in which the support member 120 is made of carbon fiber composite material (CFRP). Other than this, the structure is substantially the same as the 16th embodiment. Therefore, a description of the parts shown in the 16th embodiment may be omitted.

[0097] 26, in this embodiment, the support member 120 is made of carbon fiber composite plastic (CFRP). The shape of the support member 120 is the same as that of the first embodiment (see FIG. 4) except that the extension portion 121 is omitted.

[0098] 27 shows a side sill reinforcement structure 100 according to the 17th embodiment, in which both the core material 110 and the support member 120 are made of extruded material. Other than this, the structure is substantially the same as the 15th embodiment. Therefore, the description of the parts shown in the 15th embodiment may be omitted.

[0099] In this embodiment, the core material 110 is an extruded material having a uniform cross-sectional shape perpendicular to the vehicle longitudinal direction. The core material 110 is made of, for example, an aluminum alloy extruded material. The core material 110 has a rectangular first closed cross-sectional portion 111 and a rectangular second closed cross-sectional portion 112, and a connecting portion 113 that defines three rectangular chambers aligned in the vehicle width direction (left and right).

[0100] The support member 120 has the same shape as that of the fifteenth embodiment (FIGS. 22 and 23).

[0101] The core material 110 and the support member 120 are mechanically fastened together at the center in the vehicle width direction by mechanical fastening means 122 (e.g., bolts). Alternatively, the mechanical fastening means 122 may be configured to allow rivets or other mechanical fastening. In particular, it is preferable that the mechanical fastening means 122 be fastenable with one-sided access.

[0102] 28 shows a side sill reinforcement structure 100 according to an 18th embodiment, in which the support member 120 is made of a press-formed member. Other than this, the structure is substantially the same as the 18th embodiment. Therefore, the description of the parts shown in the 18th embodiment may be omitted.

[0103] In this embodiment, the support member 120 is made of a press-formed member having the same shape as that of Embodiment 1. The core material 110 and the support member 120 are fastened together by a mechanical fastening means 122 at the center in the vehicle width direction.

[0104] While specific embodiments of the present invention and their modifications have been described above, the present invention is not limited to the above-described embodiments and can be implemented with various modifications within the scope of the present invention. For example, an appropriate combination of the contents of the individual embodiments may be considered as one embodiment of the present invention.

[0105] The side sill reinforcement structure 100 may also be disposed upside down. Specifically, the connection portion 113 may be located above the plurality of support members 120. Alternatively, a single support member may be provided in place of the plurality of support members 120.

[0106] This application claims priority from Japanese Patent Application No. 2024-18573, filed February 9, 2024, and Japanese Patent Application No. 2024-113525, filed July 16, 2024. Japanese Patent Application Nos. 2024-18573 and 2024-113525 are incorporated herein by reference.

[0107] The present disclosure may include the following aspects. (Aspect 1) A side sill reinforcement structure disposed inside or adjacent to a side sill, comprising: a first closed cross-sectional portion extending in a vehicle longitudinal direction and having a closed cross-sectional shape in a cross section perpendicular to the vehicle longitudinal direction; a second closed cross-sectional portion extending in the vehicle longitudinal direction and having a closed cross-sectional shape in a cross section perpendicular to the vehicle longitudinal direction, the second closed cross-sectional portion being spaced apart inward in the vehicle width direction from the first closed cross-sectional portion; and at least one support member extending in the vehicle width direction and disposed between the first closed cross-sectional portion and the second closed cross-sectional portion at a distance in the vehicle longitudinal direction. (Aspect 2) The side sill reinforcement structure according to Aspect 1, wherein the at least one support member includes a plurality of support members. (Aspect 3) The side sill reinforcement structure according to Aspect 1, further comprising a connecting portion connecting the first closed cross-sectional portion and the second closed cross-sectional portion, wherein the first closed cross-sectional portion, the second closed cross-sectional portion, and the connecting portion are integrally configured as a single member. (Aspect 4) The side sill reinforcement structure according to Aspect 3, wherein the at least one support member is joined to at least one of the first closed cross-sectional portion, the second closed cross-sectional portion, and the connecting portion. (Aspect 5) The side sill reinforcement structure according to Aspect 3 or 4, wherein the connecting portion has a curved shape that is convex toward the at least one support member when viewed from the vehicle longitudinal direction. (Aspect 6) The side sill reinforcement structure according to any one of Aspects 1 to 5, wherein the side sill is disposed only within the interior of the side sill. (Aspect 7) The side sill reinforcement structure according to any one of Aspects 1 to 6, wherein the first closed cross-sectional portion is smaller than the second closed cross-sectional portion. (Aspect 8) The side sill reinforcement structure according to any one of Aspects 1 to 7, wherein at least one of the first closed cross-sectional portion and the second closed cross-sectional portion has a stepped portion. (Aspect 9) The side sill reinforcement structure according to any one of Aspects 1 to 8, wherein at least one of the first closed cross-sectional portion and the second closed cross-sectional portion has an initial irregularity that is oriented to crush toward the inside of the closed cross-section. (Aspect 10) The side sill reinforcement structure according to any one of Aspects 1 to 9, wherein each of the at least one support member is a single component or, together with other components, forms a closed cross-sectional shape in a cross section perpendicular to the vehicle width direction.

[0108] 1 Vehicle body structure 10 Side sill 11 Outer panel 12 Inner panel 20 Battery 30 Floor panel 31, 32, 33 Floor cross member 100 Side sill reinforcement structure 110 Core material 110A Outer core material 110B Inner core material 110C Outer upper core material 110D Inner upper core material 110E Lower core material 110F Outer upper core material 110G Lower core material 110H Outer upper core material 110I Inner lower core material 110J Central core material 110K Upper core material 110L Lower core material 110M Outer separated core material 110N Inner separated core material 110a, 110b End portion 111 First closed cross-sectional portion 111a Step portion 111b Initial irregular portion 112 Second closed cross-sectional portion 113 Connection portion 113a Bent portion 120 Support member 121 Extension portion 122 Mechanical fastening means

Claims

1. A side sill reinforcement structure arranged inside or adjacent to a side sill, comprising: a first closed cross-sectional portion extending in the vehicle longitudinal direction and having a closed cross-sectional shape in a cross section perpendicular to the vehicle longitudinal direction; a second closed cross-sectional portion extending in the vehicle longitudinal direction and having a closed cross-sectional shape in a cross section perpendicular to the vehicle longitudinal direction and arranged spaced apart inward in the vehicle width direction from the first closed cross-sectional portion; and at least one support member extending in the vehicle width direction and arranged at an interval in the vehicle longitudinal direction between the first closed cross-sectional portion and the second closed cross-sectional portion.

2. The side sill reinforcement structure according to claim 1, wherein the at least one support member includes a plurality of support members.

3. The side sill reinforcement structure according to claim 1, further comprising a connecting portion that connects the first closed cross-sectional portion and the second closed cross-sectional portion, wherein the first closed cross-sectional portion, the second closed cross-sectional portion, and the connecting portion are integrally configured as a single member.

4. The side sill reinforcement structure according to claim 3, wherein the at least one support member is joined to at least one of the first closed cross-sectional portion, the second closed cross-sectional portion, and the connecting portion.

5. A side sill reinforcement structure according to claim 3 or 4, wherein the connection portion has a curved shape that is convex toward the at least one support member when viewed from the vehicle longitudinal direction.

6. The side sill reinforcing structure according to any one of claims 1 to 4, which is disposed only in the interior of the side sill.

7. A side sill reinforcement structure according to any one of claims 1 to 4, wherein the first closed cross-sectional portion is smaller than the second closed cross-sectional portion.

8. A side sill reinforcement structure according to any one of claims 1 to 4, wherein a step portion is formed in at least one of the first closed cross-sectional portion and the second closed cross-sectional portion.

9. A side sill reinforcement structure as described in any one of claims 1 to 4, wherein at least one of the first closed cross-section portion and the second closed cross-section portion has an initial irregularity portion formed therein that is oriented so as to collapse toward the inside of the closed cross-section.

10. A side sill reinforcement structure according to any one of claims 1 to 3, wherein each of the at least one support member, either as a single component or together with other components, forms a closed cross-sectional shape in a cross section perpendicular to the vehicle width direction.

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