JP2009248585A - Vehicle body reinforcement structure - Google Patents

Vehicle body reinforcement structure Download PDF

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JP2009248585A
JP2009248585A JP2008095028A JP2008095028A JP2009248585A JP 2009248585 A JP2009248585 A JP 2009248585A JP 2008095028 A JP2008095028 A JP 2008095028A JP 2008095028 A JP2008095028 A JP 2008095028A JP 2009248585 A JP2009248585 A JP 2009248585A
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vehicle body
corner
curvature
radius
reinforcing member
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Yosuke Washimi
洋介 鷲見
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Toyota Motor Corp
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Toyota Motor Corp
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body reinforcement structure excellent in rigidity and capable of restricting delayed fracture. <P>SOLUTION: This vehicle body reinforcement structure comprises a vehicle body structure member 2 and an elongated vehicle reinforcement member 1 fixed to the vehicle body structure member 2 at a normal part 1b of a central side rather than a longitudinal end part 1a and having a protruded bending part 10 having a width sectional surface protruded toward the outside of the vehicle body while bending an ultra high strength steel plate. The protruded bending part 10 has a corner part 13 protruded in opposition to the outside of the vehicle body. A radius curvature of the corner part 13 at an end part 1a of the reinforcement member 1 is larger than a radius curvature of the corner part 13 at the normal part 1b of the reinforcement member 1. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、超高張力鋼板（以下、「超ハイテン材」ともいう。））を補強部材として用いた車体補強構造に関する。   The present invention relates to a vehicle body reinforcement structure using an ultra high strength steel plate (hereinafter also referred to as “super high tensile material”) as a reinforcing member.

車両の衝突安全性能を向上させるために、車体構造部材の内側に補強部材を配設することが行われている。補強部材は、車体外側に向けて突出する凸状曲げ部をもち、車体外側から受ける衝突荷重に対する剛性を高める構造を有している。また、近年、補強部材の素材として、特許文献１に開示されているように、超ハイテン材を用いることが提案されている。超ハイテン材は、高い引張り強度をもち、剛性に優れた材質である。補強部材は、超ハイテン材をシャーで切断した後に、プレス加工等により曲げ加工することにより成形されていた。   In order to improve the collision safety performance of the vehicle, a reinforcing member is disposed inside the vehicle body structural member. The reinforcing member has a convex bent portion that protrudes toward the outside of the vehicle body, and has a structure that increases rigidity against a collision load received from the outside of the vehicle body. In recent years, as disclosed in Patent Document 1, it has been proposed to use a super high tensile material as a material for the reinforcing member. Super high-tensile material has high tensile strength and is excellent in rigidity. The reinforcing member has been formed by cutting an ultra-high tensile material with a shear and then bending it by pressing or the like.

しかし、後述の実験で詳細に説明するように、図１５の符号「×」に示すように、超ハイテン材に曲げ加工をして作製された補強部材は、その端面５９に遅れ破壊が生じるおそれがあった。補強部材の端面には、シャーなどによる切断によって肌荒れが生じている。曲げ加工時に、この肌荒れ面に応力が集中し、残留応力が発生して、端面に遅れ破壊が生じると考えられる。   However, as will be described in detail in an experiment to be described later, as shown by the symbol “x” in FIG. 15, the reinforcing member manufactured by bending the ultra high tensile material may cause delayed fracture on the end surface 59. was there. The end face of the reinforcing member is roughened by cutting with a shear or the like. It is considered that stress is concentrated on the rough surface during bending, residual stress is generated, and delayed fracture occurs on the end surface.

そこで、補強部材の肌荒れした切断端面を研磨することで、滑面とすることが考えられる。しかし、研磨の手間がかかり、製造工数も増えてしまう。一方、超ハイテン材の引っ張り強度を低下させることによって、残留応力を低減させることも考えられる。しかし、この場合には、補強部材の剛性が低下し、車体構造部材を補強する効果が低減してしまう。   Therefore, it is conceivable to make the cut surface of the reinforcing member rough by polishing the cut end surface. However, it takes time and effort for polishing, and increases the number of manufacturing steps. On the other hand, it is also conceivable to reduce the residual stress by reducing the tensile strength of the ultra-high tensile material. However, in this case, the rigidity of the reinforcing member is lowered, and the effect of reinforcing the vehicle body structural member is reduced.

また、特許文献２には、補強部材の両端部に、切り欠き縁を次第に外方向に開いて断面形状移行部を形成することが提案されている。しかし、補強部材の形状が複雑となり、加工工数が多くなる。
特開２００３−１２７９０１号公報 特開平１０−１０９５３７号公報 Patent Document 2 proposes that a cross-sectional shape transition portion is formed at both ends of the reinforcing member by gradually opening the notch edges outward. However, the shape of the reinforcing member becomes complicated and the number of processing steps increases.
JP 2003-127901 A JP-A-10-109537

本発明はかかる事情に鑑みてなされたものであり、剛性に優れ、且つ遅れ破壊を抑制することができる車体補強構造を提供することを課題とする。   This invention is made | formed in view of this situation, and makes it a subject to provide the vehicle body reinforcement structure which is excellent in rigidity and can suppress delayed fracture.

本発明は、車体構造部材と、長手方向の端部よりも中央側の一般部において前記車体構造部材に固定され超高張力鋼板を曲げ加工して幅断面が車体外側に向けて突出する凸状曲げ部をもつ車両用の補強部材と、をもつ車体補強構造において、前記凸状曲げ部は、車体外側に対向して突出するコーナ部をもち、前記補強部材の前記端部における前記コーナ部の曲率半径は、前記補強部材の前記一般部における前記コーナ部の曲率半径よりも大きいことを特徴とする。   The present invention relates to a vehicle body structural member and a convex shape in which a cross section is protruded toward the outside of the vehicle body by bending an ultrahigh strength steel plate fixed to the vehicle body structural member at a general portion on the center side of the longitudinal end portion. In the vehicle body reinforcing structure having a vehicle reinforcing member having a bent portion, the convex bent portion has a corner portion protruding opposite to the outer side of the vehicle body, and the corner portion at the end portion of the reinforcing member has a corner portion. The radius of curvature is larger than the radius of curvature of the corner portion in the general portion of the reinforcing member.

本発明の車体補強構造によれば、補強部材の長手方向の端部における幅断面のコーナ部の曲率半径を、一般部のコーナ部の曲率半径よりも大きくしている。このため、端部のコーナ部に生じる残留応力は一般部のコーナ部よりも低く抑えることができる。ゆえに、端部に遅れ破壊が生じることを抑制できる。   According to the vehicle body reinforcing structure of the present invention, the radius of curvature of the corner portion of the width section at the end in the longitudinal direction of the reinforcing member is made larger than the radius of curvature of the corner portion of the general portion. For this reason, the residual stress which arises in the corner part of an edge part can be restrained lower than the corner part of a general part. Therefore, it is possible to suppress delayed fracture from occurring at the end.

また、補強部材は、幅断面が車体外側に向かって突出する凸状曲げ部をもち、一般部の凸状曲げ部のコーナ部は、端部の凸状曲げ部のコーナ部よりも曲率半径が小さい。このため、一般部のコーナ部は、端部のコーナ部に比べて、明確な稜線がつくられ、頂部が受ける車体内側方向への衝突荷重に対して優れた曲げ強度を発揮できる。このため、車体構造部材は、補強部材の一般部によって補強され、衝突荷重による変形を抑制できる。   Further, the reinforcing member has a convex bent portion whose width cross section protrudes toward the outside of the vehicle body, and the corner portion of the convex bent portion of the general portion has a radius of curvature more than the corner portion of the convex bent portion of the end portion. small. For this reason, the corner portion of the general portion has a clear ridge line compared to the corner portion of the end portion, and can exhibit excellent bending strength against the collision load in the vehicle body inner direction received by the top portion. For this reason, a vehicle body structural member is reinforced by the general part of a reinforcement member, and can suppress the deformation | transformation by a collision load.

また、一般部のコーナ部の曲率半径は端部のコーナ部の曲率半径よりも小さいため、その分だけ平坦な面が広くなり、車体構造部材に固定する固定代を確保しやすくなる。   Further, since the radius of curvature of the corner portion of the general portion is smaller than the radius of curvature of the corner portion of the end portion, the flat surface is widened accordingly, and it is easy to secure a fixing margin for fixing to the vehicle body structural member.

以上のように本発明の車体補強構造によれば、剛性に優れ、且つ遅れ破壊を抑制することができる。   As described above, according to the vehicle body reinforcing structure of the present invention, the rigidity is excellent and delayed fracture can be suppressed.

本発明の車体補強構造は、補強部材と、車体構造部材とをもつ。補強部材は、車体構造部材に固定されている。補強部材は、車体構造部材の車体内側又は車体外側に配置されている。   The vehicle body reinforcing structure of the present invention includes a reinforcing member and a vehicle body structural member. The reinforcing member is fixed to the vehicle body structural member. The reinforcing member is disposed inside or outside the vehicle body structure member.

補強部材は、超ハイテン材からなる。超ハイテン材は、高い引張り強度をもつ鋼板をいい、その引張り強度は１１７０ＭＰａ以上であるとよい。１１７０ＭＰａ未満の場合には、補強部材の剛性が低下し、衝突時の安全性を高めるためには、補強部材の板厚増が必要となり、車体重量増加の要因となる。   The reinforcing member is made of a super high tensile material. The super high tensile material refers to a steel plate having a high tensile strength, and the tensile strength is preferably 1170 MPa or more. When the pressure is less than 1170 MPa, the rigidity of the reinforcing member is lowered, and in order to increase safety at the time of collision, it is necessary to increase the thickness of the reinforcing member, which causes an increase in the weight of the vehicle body.

補強部材は、超ハイテン材を曲げ加工して幅断面に凸状曲げ部を形成している。本明細書において、「幅断面」は、補強部材の長手方向と直交する方向の断面をいう。曲げ加工は、例えばプレス加工、ロールフォーミング加工などがあげられる。補強部材の幅断面は、車体外側に向けて突出する凸状曲げ部を有している。凸状曲げ部は、少なくとも１つのコーナ部をもつ。コーナ部は、例えば、円弧面をもつ。   The reinforcing member is formed by bending a super high tensile material to form a convex bent portion in the width section. In this specification, “width cross section” refers to a cross section in a direction orthogonal to the longitudinal direction of the reinforcing member. Examples of the bending process include a press process and a roll forming process. The cross section of the reinforcing member has a convex bent portion that protrudes toward the outside of the vehicle body. The convex bent portion has at least one corner portion. The corner portion has, for example, an arc surface.

前記超ハイテン材の引っ張り強度が１１７０〜１４７０ＭＰａである場合には、補強部材の端部の前記コーナ部の曲率半径は、１０〜１５ｍｍであり、前記補強部材の前記一般部の前記コーナ部の曲率半径は、２〜８ｍｍであることが好ましい（請求項２）。ここで、引張り強度はＪＩＳＺ２２４１に準拠して測定されたものである。端部のコーナ部の曲率半径が１０ｍｍ未満の場合には、端面に遅れ破壊が生じるおそれがあり、１５ｍｍを超える場合には、加工時の形状凍結ができなくなるおそれがある。一般部のコーナ部の曲率半径が２ｍｍ未満の場合には、曲げ加工が困難であるおそれがあり、８ｍｍを超える場合には、一般部の曲げ強度が低下するおそれがある。補強部材の厚みは、強度向上のため、１．０〜２．３ｍｍであることが好ましく、更には１．８〜２．０ｍｍであることが望ましい。   When the tensile strength of the ultra high tensile material is 1170 to 1470 MPa, the radius of curvature of the corner portion at the end of the reinforcing member is 10 to 15 mm, and the curvature of the corner portion of the general portion of the reinforcing member is The radius is preferably 2 to 8 mm (claim 2). Here, the tensile strength is measured in accordance with JISZ2241. If the radius of curvature of the corner portion at the end is less than 10 mm, delayed fracture may occur on the end face, and if it exceeds 15 mm, the shape may not be frozen during processing. If the radius of curvature of the corner portion of the general portion is less than 2 mm, bending may be difficult, and if it exceeds 8 mm, the bending strength of the general portion may be reduced. The thickness of the reinforcing member is preferably 1.0 to 2.3 mm, more preferably 1.8 to 2.0 mm, in order to improve the strength.

凸状曲げ部は、少なくとも１つのコーナ部をもつ。コーナ部には、補強部材の長手方向に沿って延びるとともに車体外側に向かって突出する凸状の稜線が形成される。１つのコーナ部には、１つの稜線が形成される。   The convex bent portion has at least one corner portion. A convex ridge line that extends along the longitudinal direction of the reinforcing member and protrudes toward the outside of the vehicle body is formed at the corner portion. One ridge line is formed in one corner.

凸状曲げ部が１つのコーナ部を有する場合には、コーナ部に、凸状の稜線が少なくとも１つ形成される。   When the convex bent portion has one corner portion, at least one convex ridge line is formed in the corner portion.

前記凸状曲げ部は、２つの前記コーナ部と、前記２つのコーナ部の間に形成された中央部とをもつ頂部を有することが好ましい（請求項３）。この場合には、頂部に、少なくとも２つの凸状の稜線が形成される。車体外側からの衝突荷重は、この２つの稜線で受けるため、１つの稜線で受ける場合に比べて、剛性が高くなる。   Preferably, the convex bent portion has a top portion having two corner portions and a central portion formed between the two corner portions (Claim 3). In this case, at least two convex ridgelines are formed at the top. Since the collision load from the outside of the vehicle body is received by these two ridge lines, the rigidity is higher than when it is received by one ridge line.

前記凸状曲げ部は、谷部と、前記谷部よりも車体外側に向かって膨出する膨出部とをもつ頂部を有し、前記膨出部は少なくとも１つの前記コーナ部を有していることが好ましい（請求項４）。この場合には、頂部に、凸状の稜線が少なくとも２つ形成される。   The convex bent portion has a top portion having a trough portion and a bulging portion that bulges outward from the trough portion toward the vehicle body, and the bulging portion has at least one corner portion. (Claim 4). In this case, at least two convex ridgelines are formed at the top.

前記膨出部は、平坦部と、平坦部の両端に形成された２つの前記コーナ部とをもつことが好ましい（請求項５）。この場合には、膨出部に２つの凸状の稜線が形成されるため、頂部に４本の凸状の稜線が形成されることになり、頂部の曲げ強度が更に向上する。   The bulging portion preferably has a flat portion and two corner portions formed at both ends of the flat portion. In this case, since two convex ridgelines are formed at the bulging portion, four convex ridgelines are formed at the top, and the bending strength of the top is further improved.

膨出部は、補強部材の長手方向の全体又は一部に形成されている。膨出部を形成する部位は、補強部材の中でも強度が最も必要となる部分、例えば、衝突荷重を受けやすい部分、車体構造部材に固定される部分の周縁であるとよい。   The bulging part is formed in the whole or a part of the longitudinal direction of the reinforcing member. The part that forms the bulging part may be a part of the reinforcing member that requires the most strength, for example, a part that is susceptible to a collision load, or a periphery of a part that is fixed to the vehicle body structural member.

膨出部の谷部からの突出量は、５〜２０ｍｍであるとよい。この場合には、コーナ部の成形が容易で、頂部に対する強度を更に向上させることができる。   The amount of protrusion of the bulging portion from the valley is preferably 5 to 20 mm. In this case, the corner portion can be easily molded, and the strength with respect to the top portion can be further improved.

凸状曲げ部は、前記の頂部と、頂部の両側に屈曲して延びる側部とをもつ。側部は、車体外側から車体内側に向かって延びている。補強部材の端部における側部と頂部との角度は、一般部における側部と頂部との角度よりも大きく開いている場合がある。これは、端部のコーナ部の曲率半径が、一般部のそれよりも大きいため，小さい角度で曲げにくく、また一般部のように小さい角度で曲げて車体構造部材と近接させて溶接する必要がないためである。例えば、一般部では、車体構造部材と溶接するために、車体構造部材との間の隙間を０．５ｍｍ以下とする必要があるが、端部では溶接の必要がないため、隙間管理が必要ない。   The convex bent portion has the top portion and side portions that bend and extend on both sides of the top portion. The side portion extends from the outside of the vehicle body toward the inside of the vehicle body. The angle between the side portion and the top portion at the end of the reinforcing member may be larger than the angle between the side portion and the top portion in the general portion. This is because the radius of curvature of the corner part at the end is larger than that of the general part, so it is difficult to bend at a small angle, and it is necessary to bend it at a small angle as in the general part and weld it close to the vehicle body structural member. This is because there is not. For example, in the general part, the gap between the vehicle body structural member needs to be 0.5 mm or less in order to weld the vehicle body structural member, but since there is no need for welding at the end, gap management is not necessary. .

凸状曲げ部をもつ幅断面形状は、例えば、逆Ｕ字状などの開断面であったり、四角形状などの閉断面であったりする。   The width cross-sectional shape having the convex bent portion is, for example, an open cross-section such as an inverted U-shape or a closed cross-section such as a quadrangular shape.

補強部材は、長尺状であり、その長手方向の両方の端面を含む端部と、端部よりも中央側に位置し両方の端部同士を連結している一般部とをもつ。端部の端面は、曲げ加工の前又は後にシャーなどで切断された切断端面であり、多くの場合肌荒れをしていることが多い。端部と一般部との間には、一般部から端部に形状が徐々に変化する徐変部をもつとよい。   The reinforcing member has an elongated shape, and has an end including both end faces in the longitudinal direction, and a general portion that is located closer to the center than the end and connects both ends. The end face of the end is a cut end face cut with a shear or the like before or after bending, and often has rough skin. Between the end portion and the general portion, it is preferable to have a gradually changing portion whose shape gradually changes from the general portion to the end portion.

端部は、そのコーナ部の曲率半径が一般部のコーナ部よりも大きな曲率半径を持つ部分である。この端部は、端面からの長さは、１５〜３０ｍｍであるとよい。１５ｍｍ未満の場合には、加工時に、一般部と端部との間の徐変部で割れが生じるおそれがあり、３０ｍｍを超える場合には、補強部材のコンパクト化を図ることができないおそれがある。補強部材は、長手方向に同じ幅断面を有していてもよいが、異なった幅断面を有していても良い。いずれの場合にも、長手方向の端部の少なくとも一部と、一般部の少なくとも一部に、凸状曲げ部を有する幅断面を有していれば良い。   The end portion is a portion having a radius of curvature larger than that of the corner portion of the general portion. The length of the end portion from the end face is preferably 15 to 30 mm. If it is less than 15 mm, cracks may occur at the gradually changing portion between the general portion and the end portion during processing, and if it exceeds 30 mm, the reinforcing member may not be made compact. . The reinforcing members may have the same width cross section in the longitudinal direction, but may have different width cross sections. In any case, it is only necessary that at least a part of the end part in the longitudinal direction and at least a part of the general part have a width cross section having a convex bent part.

補強部材は、一般部において少なくとも２つの固定点で車体構造部材に固定されているとよい。少なくとも２つの固定点は、例えば、一般部の長手方向に配列している。   The reinforcing member may be fixed to the vehicle body structural member at at least two fixing points in the general portion. At least two fixing points are arranged in the longitudinal direction of the general part, for example.

前記補強部材は、例えば，前記車体構造部材に対して溶接により固定されているとよい。溶接による固定点は、例えば、補強部材の凸状曲げ部の側部に位置する。この場合の側部の幅は、溶接代を確保するため，少なくとも３０ｍｍであるとよい。   For example, the reinforcing member may be fixed to the vehicle body structural member by welding. The fixing point by welding is located, for example, on the side of the convex bent portion of the reinforcing member. In this case, the width of the side portion is preferably at least 30 mm in order to secure a welding allowance.

前記補強部材は、前記車体構造部材に対して締結具により固定されていてもよい。この場合には、一般部の長手方向の両端部に固定点が配置されるとよい。これにより、固定点の間に、剛性の高い一般部によって車体構造部材が効果的に補強される。締結具としては、例えば、ボルト、接着剤等が挙げられる。   The reinforcing member may be fixed to the vehicle body structural member with a fastener. In this case, fixing points may be arranged at both ends in the longitudinal direction of the general part. As a result, the vehicle body structural member is effectively reinforced by the general portion having high rigidity between the fixed points. Examples of the fastener include a bolt and an adhesive.

車体構造部材は、鋼板、ハイテン材、アルミ板などの、補強部材よりも引張り強度が低い部材を用いることができるが、補強部材と同程度の引張り強度をもつ超ハイテン材を用いてもよい。この場合には、車体の剛性が更に向上する。車体構造部材に超ハイテン材を用いる場合には、補強部材と同様の形状特性を有していることが好ましい。   As the vehicle body structural member, a member having a tensile strength lower than that of the reinforcing member, such as a steel plate, a high-tensile material, or an aluminum plate, can be used, but an ultra-high tensile material having a tensile strength comparable to that of the reinforcing member may be used. In this case, the rigidity of the vehicle body is further improved. When using an ultra-high tensile material for the vehicle body structural member, it is preferable to have the same shape characteristics as the reinforcing member.

即ち、前記車体構造部材は，超高張力鋼板を曲げ加工して幅断面が凸状曲げ部をもち、前記凸状曲げ部は、車体外側に対向して突出するコーナ部をもち、前記車体構造部材の長手方向の端部における前記コーナ部の曲率半径は、前記車体構造部材の前記端部よりも長手方向の中央側の一般部における前記コーナ部の曲率半径よりも大きいことがよい（請求項６）。   That is, the vehicle body structure member is formed by bending an ultra-high-strength steel plate and has a convex bent portion with a width cross section, and the convex bent portion has a corner portion that protrudes opposite to the outer side of the vehicle body. The radius of curvature of the corner portion at the end portion in the longitudinal direction of the member may be larger than the radius of curvature of the corner portion in the general portion on the center side in the longitudinal direction than the end portion of the vehicle body structural member. 6).

補強部材は、たとえば、ロッカーＲ／Ｆ（「レインフォースメント」を意味する。以下、同様）、フロアクロスＲ／Ｆ、Ａ−ピラーヒンジＲ／Ｆ、Ｂ−ピラーヒンジＲ／Ｆ、Ｃ−ピラーヒンジＲ／Ｆ、ルーフクロス、ルーフレール、フロントバンパＲ／Ｆ、フロントサイドメンバなどが挙げられる。これらの補強部材は、以下の車体構造部材に固定される。順に列挙すると、ロッカーＲ／Ｆは、フロアパネルの両側縁に沿って配置されフロアクロスメンバの両端に固定されたロッカー部材に固定されている。フロアクロスＲ／Ｆは、車幅方向に延びており、フロアパネルに固定されている。Ａ−ピラーヒンジＲ／Ｆは車体側部の前方ドアの前方周縁部に配置されたＡ−ピラーヒンジ部材に固定されている。Ｂ−ピラーヒンジＲ／Ｆは車体側部の前方ドアと後方ドアとの間に配置されたＢ−ピラーヒンジ部材に固定されている。Ｃ−ピラーヒンジＲ／Ｆは車体側部の後方ドアの後部周縁部に配置されたＣ−ピラーヒンジ部材に固定されている。ルーフクロスは車両ルーフに車幅方向に固定されている。ルーフレールは車両ルーフに車両前後方向に固定されている。フロントバンパＲ／Ｆは、車体全部で車幅方向に延びフロントサイドメンバに固定されている。フロントサイドメンバはフロントバンパＲ／Ｆの背面に固定され、車体前後方向に延び、車体のフロントフロアクロスに固定されている。   The reinforcing member is, for example, a rocker R / F (meaning “reinforcement”, hereinafter the same), floor cross R / F, A-pillar hinge R / F, B-pillar hinge R / F, C-pillar hinge R / F, roof cross, roof rail, front bumper R / F, front side member, and the like. These reinforcing members are fixed to the following vehicle body structural members. When listed in order, the rocker R / F is fixed to rocker members arranged along both side edges of the floor panel and fixed to both ends of the floor cross member. The floor cross R / F extends in the vehicle width direction and is fixed to the floor panel. The A-pillar hinge R / F is fixed to an A-pillar hinge member disposed at the front peripheral edge of the front door on the side of the vehicle body. The B-pillar hinge R / F is fixed to a B-pillar hinge member disposed between the front door and the rear door on the side of the vehicle body. The C-pillar hinge R / F is fixed to a C-pillar hinge member disposed at the rear periphery of the rear door on the side of the vehicle body. The roof cloth is fixed to the vehicle roof in the vehicle width direction. The roof rail is fixed to the vehicle roof in the vehicle front-rear direction. The front bumper R / F extends in the vehicle width direction over the entire vehicle body and is fixed to the front side member. The front side member is fixed to the back surface of the front bumper R / F, extends in the longitudinal direction of the vehicle body, and is fixed to the front floor cross of the vehicle body.

以下の実施例及び実験例により本発明を更に具体的に説明する。   The present invention will be described more specifically with reference to the following examples and experimental examples.

（実施例１）
本例の車体補強構造は、図１に示すように、補強部材１と、車体構造部材２とをもつ。補強部材１は、B−ピラーヒンジＲ／Ｆであり、引張り強度は１２７０ＭＰａ（１３０ｋｇ級）の超ハイテン材からなる。図２、図３に示すように、補強部材１は、超ハイテン材をプレス加工して幅断面に凸状曲げ部１０を形成している。凸状曲げ部１０は、逆Ｕ字形状を呈しており、車体外側に突出している頂部１１と、頂部１１の両端から車体内側に延びる側部１２とからなる。頂部１１は、谷部１４と、谷部１４よりも車体外側に向かって膨出する膨出部１５を有している。図４、図５に示すように、膨出部１５は、平坦部１６と、平坦部１６の両端に形成された２つのコーナ部１３とをもつ。したがって、頂部１１は、４つのコーナ部１３をもつことになる。 Example 1
The vehicle body reinforcing structure of this example has a reinforcing member 1 and a vehicle body structural member 2 as shown in FIG. The reinforcing member 1 is a B-pillar hinge R / F and is made of an ultra high tensile material having a tensile strength of 1270 MPa (130 kg class). As shown in FIGS. 2 and 3, the reinforcing member 1 is formed by pressing an ultra-high tensile material to form a convex bent portion 10 in the width section. The convex bent portion 10 has an inverted U-shape, and includes a top portion 11 projecting to the outside of the vehicle body and side portions 12 extending from both ends of the top portion 11 to the vehicle body inside. The top portion 11 has a valley portion 14 and a bulging portion 15 that bulges toward the outside of the vehicle body from the valley portion 14. As shown in FIGS. 4 and 5, the bulging portion 15 has a flat portion 16 and two corner portions 13 formed at both ends of the flat portion 16. Therefore, the top portion 11 has four corner portions 13.

図１に示すように、補強部材１は、長手方向の両端に端部１ａと、長手方向に延びる一般部１ｂと、一般部１ｂと端部１ａとの間に形成され幅断面のコーナ部１３の曲率半径が一般部１ｂから端部１ａに徐々に変化している徐変部１ｃとをもつ。図４に示すように、端部１ａのコーナ部１３の曲率半径Ｒ１は１０ｍｍである。図５に示すように、一般部１ｂのコーナ部１３の曲率半径Ｒ２は５ｍｍである。補強部材１の厚みＦは、２．０ｍｍである。   As shown in FIG. 1, the reinforcing member 1 includes end portions 1a at both ends in the longitudinal direction, a general portion 1b extending in the longitudinal direction, and a corner portion 13 having a cross section formed between the general portion 1b and the end portion 1a. And a gradually changing portion 1c in which the radius of curvature gradually changes from the general portion 1b to the end portion 1a. As shown in FIG. 4, the radius of curvature R1 of the corner 13 of the end 1a is 10 mm. As shown in FIG. 5, the radius of curvature R2 of the corner portion 13 of the general portion 1b is 5 mm. The thickness F of the reinforcing member 1 is 2.0 mm.

図１に示すように、補強部材１の長手方向の一部には、コーナ部１３に、谷部１４よりも車体外側方向に膨出する膨出部１５が形成されている。即ち、膨出部１５は、端部１ａ、及び一般部１ｂの一部の３箇所に、形成されている。   As shown in FIG. 1, a bulging portion 15 that bulges toward the outer side of the vehicle body from the valley portion 14 is formed at a corner portion 13 in a part of the reinforcing member 1 in the longitudinal direction. That is, the bulging part 15 is formed in three parts of the end part 1a and the general part 1b.

図１〜図３に示すように、コーナ部１３には、車体外側に向かって突出して長手方向に延びる稜線Ｌが形成されている。頂部１１は、４つのコーナ部１３をもつため、頂部１１には、車体外側に向かって突出する4本の凸状の稜線Ｌが形成されていることになる。   As shown in FIGS. 1 to 3, the corner portion 13 is formed with a ridge line L that protrudes toward the outside of the vehicle body and extends in the longitudinal direction. Since the top part 11 has the four corner parts 13, the four convex ridgelines L which protrude toward the vehicle body outer side are formed in the top part 11. As shown in FIG.

膨出部１５の谷部１４からの突出量Ａは、１０ｍｍである。谷部１４の幅Ｂは、５０ｍｍであり、膨出部１５の幅Ｃは、５ｍｍである。   The protruding amount A of the bulging portion 15 from the valley portion 14 is 10 mm. The width B of the valley portion 14 is 50 mm, and the width C of the bulging portion 15 is 5 mm.

凸状曲げ部１０の側部１２は、車体外側から車体内側に向かって延びている。側部１２の幅Ｄは、補強部材１の長手方向で変化するが、一般部１ｂでは少なくとも３０ｍｍである。端部１ａにおける側部１２と頂部１１との角度Ｅ１は、一般部１ｂにおける側部１２と頂部１１との角度Ｅ２よりも大きい。   The side portion 12 of the convex bent portion 10 extends from the outside of the vehicle body toward the inside of the vehicle body. The width D of the side portion 12 varies in the longitudinal direction of the reinforcing member 1, but is at least 30 mm in the general portion 1b. An angle E1 between the side part 12 and the top part 11 in the end part 1a is larger than an angle E2 between the side part 12 and the top part 11 in the general part 1b.

車体構造部材２は、補強部材１の車体外側に配置されて補強部材１を被覆するアウター部材である。車体構造部材２は、頂部２１と、頂部２１の両側に屈曲して延びる側部２２とをもつ。頂部２１は、中央部２７と、中央部２７の両端に形成され側部２２に延びるコーナ部２３とをもつ。車体構造部材２は、上部パネル２５と下部パネル２６とを、両者に跨る繋ぎ部材２８を裏面に溶接接合することにより形成されている。車体構造部材２の長手方向の上端部２ｃは、車体のルーフレールに固定され、下端部２ｄは車体のロッカーに固定される。車体構造部材２の前方縁部２ｅは、前方ドアが配設され、後方縁部２ｆは後方ドアが配設される。   The vehicle body structural member 2 is an outer member that is disposed outside the vehicle body of the reinforcing member 1 and covers the reinforcing member 1. The vehicle body structural member 2 has a top portion 21 and side portions 22 that bend and extend on both sides of the top portion 21. The top portion 21 has a central portion 27 and corner portions 23 formed at both ends of the central portion 27 and extending to the side portion 22. The vehicle body structural member 2 is formed by welding the upper panel 25 and the lower panel 26 to each other with a joining member 28 straddling the upper panel 25 and the lower panel 26. The upper end 2c in the longitudinal direction of the vehicle body structural member 2 is fixed to the roof rail of the vehicle body, and the lower end 2d is fixed to the rocker of the vehicle body. The front edge 2e of the vehicle body structural member 2 is provided with a front door, and the rear edge 2f is provided with a rear door.

補強部材１の一般部１ｂの側部１２は、車体構造部材２の側部２２に対して平行に配置されている。一方、前述したように補強部材１の頂部１１に対する側部１２の角度が、一般部１ａよりも端部１ｂの方が大きいため、補強部材１の端部１ａの側部１２は、車体構造部材２の側部２２に対して傾斜して配置されている。   The side portion 12 of the general portion 1 b of the reinforcing member 1 is disposed in parallel to the side portion 22 of the vehicle body structural member 2. On the other hand, as described above, since the angle of the side portion 12 with respect to the top portion 11 of the reinforcing member 1 is larger at the end portion 1b than at the general portion 1a, the side portion 12 of the end portion 1a of the reinforcing member 1 is a vehicle body structural member. Inclined with respect to the two side portions 22.

補強部材１を車体構造部材２に固定するに当たっては、補強部材１は、一般部１ｂ、及び車体構造部材２に、それぞれ２箇所ずつ位置決め穴１８、２８を穿設する。この位置決め穴１８、２８にピンを通して、補強部材１を車体構造部材２に位置決めする。次に、補強部材１の一般部１ｂを、複数の溶接点１ｄで、車体構造部材２の側部２２に対してスポット溶接する。   In fixing the reinforcing member 1 to the vehicle body structural member 2, the reinforcing member 1 is provided with two positioning holes 18 and 28 in the general part 1 b and the vehicle body structural member 2, respectively. The reinforcing member 1 is positioned on the vehicle body structural member 2 through the pins through the positioning holes 18 and 28. Next, the general part 1b of the reinforcing member 1 is spot-welded to the side part 22 of the vehicle body structural member 2 at a plurality of welding points 1d.

本例においては、補強部材１の長手方向の端部１ａにおける幅断面のコーナ部１３の曲率半径Ｒ１が、一般部１ｂのコーナ部１３の曲率半径Ｒ２よりも大きい。このため、端部１ａのコーナ部１３に生じる残留応力を一般部１ｂのコーナ部１３よりも低く抑えることができる。ゆえに、端部１ａに遅れ破壊が生じることを抑制できる。   In this example, the radius of curvature R1 of the corner portion 13 of the width section at the longitudinal end portion 1a of the reinforcing member 1 is larger than the radius of curvature R2 of the corner portion 13 of the general portion 1b. For this reason, the residual stress which arises in the corner part 13 of the edge part 1a can be restrained lower than the corner part 13 of the general part 1b. Therefore, it is possible to suppress the delayed fracture from occurring at the end 1a.

また、一般部１ｂのコーナ部１３の曲率半径Ｒ２は、端部１ａのコーナ部１３の曲率半径Ｒ１よりも小さい。このため、一般部１ｂのコーナ部１３は、端部１ａのコーナ部１３に比べて、明確な稜線Ｌが形成される。ゆえに、一般部１ｂでは、頂部１１が受ける車体内側方向への衝突荷重に対して優れた曲げ強度を発揮できる。補強部材１は、曲げ強度の高い一般部１ｂで、車体構造部材２に固定されている。このため、車体構造部材２は、補強部材１の一般部１ｂによって補強され、衝突荷重による変形を抑制できる。   Further, the radius of curvature R2 of the corner portion 13 of the general portion 1b is smaller than the radius of curvature R1 of the corner portion 13 of the end portion 1a. For this reason, a clear ridge line L is formed in the corner portion 13 of the general portion 1b as compared with the corner portion 13 of the end portion 1a. Therefore, in the general part 1b, the bending strength excellent with respect to the collision load to the vehicle body inner side direction which the top part 11 receives can be exhibited. The reinforcing member 1 is a general portion 1b having a high bending strength and is fixed to the vehicle body structural member 2. For this reason, the vehicle body structural member 2 is reinforced by the general portion 1b of the reinforcing member 1, and deformation due to the collision load can be suppressed.

また、一般部１ｂのコーナ部１３の曲率半径Ｒ２は、端部１ａのコーナ部１３の曲率半径よりも小さいため、その分だけ平坦な側部１２の幅Ｄを広くすることができ、補強部材１の溶接代を確保しやすくなる。また、一般部１ｂの側部１２を、車体構造部材２の側部２２と平行にすることができ、側部１２と側部２２との間での溶接可能な面積を広くすることができる。したがって、本例によれば、溶接品質を維持することができる。   Further, since the radius of curvature R2 of the corner portion 13 of the general portion 1b is smaller than the radius of curvature of the corner portion 13 of the end portion 1a, the width D of the flat side portion 12 can be increased accordingly, and the reinforcing member It becomes easy to secure the welding allowance of 1. Moreover, the side part 12 of the general part 1b can be made parallel to the side part 22 of the vehicle body structural member 2, and the weldable area between the side part 12 and the side part 22 can be widened. Therefore, according to this example, the welding quality can be maintained.

（実施例２）
本例においては、図６、図７に示すように、補強部材１の頂部１１の膨出部１５が、１つのコーナ部１３を形成している点で、実施例１と相違する。膨出部１５には、１つのコーナ部１３が形成されているため、長手方向に延びる稜線Ｌが１つ形成されている。このため、補強部材１の頂部１１には、２つの稜線Ｌが形成されている。 (Example 2)
In this example, as shown in FIGS. 6 and 7, the bulging portion 15 of the top portion 11 of the reinforcing member 1 is different from the first embodiment in that one corner portion 13 is formed. Since one corner portion 13 is formed in the bulging portion 15, one ridge line L extending in the longitudinal direction is formed. For this reason, two ridgelines L are formed on the top 11 of the reinforcing member 1.

図６に示すように、補強部材１の端部１ａのコーナ部１３の曲率半径Ｒ１は１０ｍｍである。図７に示すように、一般部１ｂのコーナ部１３の曲率半径Ｒ２は５ｍｍである。   As shown in FIG. 6, the radius of curvature R1 of the corner 13 of the end 1a of the reinforcing member 1 is 10 mm. As shown in FIG. 7, the radius of curvature R2 of the corner portion 13 of the general portion 1b is 5 mm.

本例においても、補強部材１の頂部１１に、車体外側に向かって突出する稜線Ｌが形成されているため、車体外側からの衝突荷重に対して優れた剛性を発揮できる。また、補強部材１の端部１ａのコーナ部１３は、一般部１ｂのコーナ部１３よりも大きい曲率半径をもつ。このため、端部１ａの端面に遅れ破壊が生じにくい。   Also in this example, since the ridge line L that protrudes toward the outside of the vehicle body is formed at the top portion 11 of the reinforcing member 1, it is possible to exhibit excellent rigidity against a collision load from the outside of the vehicle body. Further, the corner portion 13 of the end portion 1a of the reinforcing member 1 has a larger radius of curvature than the corner portion 13 of the general portion 1b. For this reason, delayed fracture hardly occurs on the end face of the end portion 1a.

（実施例３）
本例においては、図８、図９に示すように、補強部材１の頂部１１には、膨出部が形成されていない点で、実施例１と相違する。即ち、頂部１１は、中央部１７と、中央部１７の両端に形成された２つのコーナ部１３とをもつ。コーナ部１３には、車体外側に向かって突出する凸状の稜線Ｌが形成されている。 (Example 3)
In this example, as shown in FIGS. 8 and 9, the top 11 of the reinforcing member 1 is different from the first example in that no bulge is formed. That is, the top portion 11 has a central portion 17 and two corner portions 13 formed at both ends of the central portion 17. The corner portion 13 is formed with a convex ridge line L that protrudes toward the outside of the vehicle body.

図８に示すように、補強部材１の端部１ａのコーナ部１３の曲率半径Ｒ１は１０ｍｍである。図９に示すように、一般部１ｂのコーナ部１３の曲率半径Ｒ２は５ｍｍである。   As shown in FIG. 8, the radius of curvature R1 of the corner 13 of the end 1a of the reinforcing member 1 is 10 mm. As shown in FIG. 9, the radius of curvature R2 of the corner portion 13 of the general portion 1b is 5 mm.

本例においても、補強部材１の頂部１１に、車体外側に向かって突出する稜線Ｌが形成されているため、車体外側からの衝突荷重に対して優れた剛性を発揮できる。また、補強部材１の端部１ａのコーナ部１３は、一般部１ｂのコーナ部１３よりも大きい曲率半径をもつ。このため、端部１ａの端面に遅れ破壊が生じにくい。   Also in this example, since the ridge line L that protrudes toward the outside of the vehicle body is formed at the top portion 11 of the reinforcing member 1, it is possible to exhibit excellent rigidity against a collision load from the outside of the vehicle body. Further, the corner portion 13 of the end portion 1a of the reinforcing member 1 has a larger radius of curvature than the corner portion 13 of the general portion 1b. For this reason, delayed fracture hardly occurs on the end face of the end portion 1a.

（実施例４）
本例においては、図１０，図１１に示すように、車体構造部材２が、補強部材１と同じ超ハイテン材を用いており、長手方向の端部２ａのコーナ部２３の曲率半径Ｒ３が、一般部２ｂのコーナ部２３の曲率半径Ｒ４よりも大きい。 Example 4
In this example, as shown in FIGS. 10 and 11, the vehicle body structural member 2 uses the same super-high tensile material as the reinforcing member 1, and the radius of curvature R3 of the corner portion 23 of the end portion 2a in the longitudinal direction is It is larger than the radius of curvature R4 of the corner portion 23 of the general portion 2b.

車体構造部材２及び補強部材１は、いずれも引っ張り強度が１２７０ＭＰａの超ハイテン材を用いている。車体構造部材２は、車体外側に突出する頂部２１と、頂部２１の両側から屈曲して延びる側部２２とをもつ。頂部２１は、中央部２７と、中央部２７の両側に形成されたコーナ部２３とをもつ。補強部材１は、車体外側に突出する頂部１１と、頂部１１の両側から屈曲して延びる側部１２とをもつ。頂部１１は、中央部１７と、中央部１７の両側に形成されたコーナ部１３とをもつ。   The vehicle body structural member 2 and the reinforcing member 1 are both made of super high tensile material having a tensile strength of 1270 MPa. The vehicle body structural member 2 has a top portion 21 that protrudes outward from the vehicle body and side portions 22 that are bent and extend from both sides of the top portion 21. The top portion 21 has a central portion 27 and corner portions 23 formed on both sides of the central portion 27. The reinforcing member 1 has a top portion 11 that protrudes to the outside of the vehicle body, and side portions 12 that are bent and extend from both sides of the top portion 11. The top portion 11 has a central portion 17 and corner portions 13 formed on both sides of the central portion 17.

図１０に示すように、車体構造部材２の端部２ａのコーナ部２３の曲率半径Ｒ３は、補強部材１の端部１ａのコーナ部１３の曲率半径Ｒ１と同様に、１０ｍｍである。図１１に示すように、車体構造部材２の一般部２ｂのコーナ部２３の曲率半径Ｒ４は、補強部材１の一般部１ｂのコーナ部１３の曲率半径Ｒ２と同様に、５ｍｍである。車体構造部材２の厚みは、補強部材１の厚みと同様に、２．０ｍｍである。   As shown in FIG. 10, the radius of curvature R <b> 3 of the corner portion 23 of the end portion 2 a of the vehicle body structural member 2 is 10 mm, similarly to the radius of curvature R <b> 1 of the corner portion 13 of the end portion 1 a of the reinforcing member 1. As shown in FIG. 11, the radius of curvature R4 of the corner portion 23 of the general portion 2b of the vehicle body structural member 2 is 5 mm, similar to the radius of curvature R2 of the corner portion 13 of the general portion 1b of the reinforcing member 1. The thickness of the vehicle body structural member 2 is 2.0 mm, similar to the thickness of the reinforcing member 1.

本例においては、補強部材１だけでなく、車体構造部材２にも、超ハイテン材を用いており、しかも、強度が要求される一般部２ｂのコーナ部２３の曲率半径Ｒ４を端部２ａのコーナ部２３の曲率半径Ｒ３よりも小さくしているため、優れた剛性を発揮できる。ゆえに、衝突荷重に対して、優れた安全性を発揮できる。また、車体構造部材２の端部２ａは、補強部材１の端部１ａと同様に、コーナ部２３の曲率半径Ｒ３を大きくしているため、遅れ破壊を抑制できる。   In this example, not only the reinforcing member 1 but also the vehicle body structural member 2 is made of super high tensile material, and the radius of curvature R4 of the corner portion 23 of the general portion 2b where strength is required is set at the end portion 2a. Since it is smaller than the radius of curvature R3 of the corner portion 23, excellent rigidity can be exhibited. Therefore, it can exhibit excellent safety against a collision load. Moreover, since the end portion 2a of the vehicle body structural member 2 has a larger radius of curvature R3 of the corner portion 23, like the end portion 1a of the reinforcing member 1, delayed fracture can be suppressed.

（実施例５）
本例の車体補強構造においては、図１２に示すように、補強部材１が車幅方向に延びフロントバンパを補強するフロントバンパＲ／Ｆである。車体構造部材２が、車体前後方向に延びる一対のフロントサイドメンバである。補強部材１は、車体構造部材２の車体外側、即ち車体前方側に配置されている。補強部材１の一般部１ｂには、２箇所において、車体構造部材２の端部にボルトで締結固定されている。補強部材１の車体前方は、フロントバンパ２５によって被覆されている。なお、補強部材１が固定されている車体構造部材２の他端は、車体のフロントフロアクロス２９に固定されている。 (Example 5)
In the vehicle body reinforcing structure of this example, as shown in FIG. 12, the reinforcing member 1 is a front bumper R / F that extends in the vehicle width direction and reinforces the front bumper. The vehicle body structural member 2 is a pair of front side members extending in the longitudinal direction of the vehicle body. The reinforcing member 1 is disposed outside the vehicle body structural member 2, that is, on the vehicle body front side. The general portion 1b of the reinforcing member 1 is fastened and fixed to the end portion of the vehicle body structural member 2 with bolts at two locations. The front of the vehicle body of the reinforcing member 1 is covered with a front bumper 25. The other end of the vehicle body structural member 2 to which the reinforcing member 1 is fixed is fixed to the front floor cloth 29 of the vehicle body.

図１３に示すように、補強部材１の幅断面は、四角形を呈する閉断面であり、凸状曲げ部１０をもつ。補強部材１は、４つのコーナ部１３をもち、４つの稜線Ｌが形成されている。補強部材１は、筒状を呈しており、長手方向の両方の端部１ａは、開口１９をもつ開放端である。補強部材１の長手方向の端部１ａは、端面から３０ｍｍまでの長さの部分であり、この端部１ｂのコーナ部１３の曲率半径Ｒ１では１０ｍｍである。端部１ｂよりも長手方向中央側の一般部１ｂのコーナ部１３の曲率半径Ｒ２は５ｍｍである。端部１ａと一般部１ｂとの間には、端部１ａから一般部１ｂに向けて幅断面のコーナ部１３の曲率半径が徐々に変化する徐変部１ｃが形成されている。   As shown in FIG. 13, the width cross section of the reinforcing member 1 is a closed cross section having a quadrangular shape and has a convex bent portion 10. The reinforcing member 1 has four corner portions 13 and four ridgelines L are formed. The reinforcing member 1 has a cylindrical shape, and both end portions 1 a in the longitudinal direction are open ends having openings 19. The end 1a in the longitudinal direction of the reinforcing member 1 is a portion having a length of 30 mm from the end face, and the radius of curvature R1 of the corner 13 of the end 1b is 10 mm. The radius of curvature R2 of the corner portion 13 of the general portion 1b on the center side in the longitudinal direction from the end portion 1b is 5 mm. Between the end part 1a and the general part 1b, there is formed a gradual change part 1c in which the radius of curvature of the corner part 13 of the width section gradually changes from the end part 1a to the general part 1b.

補強部材１を製造するにあたっては、まず、図１４（ａ）に示すように、超ハイテン材３にロールフォーミング加工を施して幅断面がＣ字状になるように成形する。次に、超ハイテン材３の幅方向の端部３０同士を溶接接合して、幅断面がコーナ部１３の曲率半径が５ｍｍの四角形を有する筒体３１とする。次に、図１４（ｂ）に示すように、先端に成形面７ａをもつピン７を、筒体３１の両端部側に配置する。ピン７の先端には、補強部材１の端部１ａの形状に相応する形状をもつ成形面７ａが形成されている。次に、図１４（ｃ）に示すように、筒体３１の両端部の開口１９の中にピン７の成形面７ａを圧入して、成形面７ａで筒体３１の端部を拡径させる。これにより、端部１ａのコーナ部１３の曲率半径を１０ｍｍとする補強部材１が成形される。その後、図１４（ｄ）に示すように、ピン７を補強部材１の開口１９から引き抜く。   In manufacturing the reinforcing member 1, first, as shown in FIG. 14A, the ultra high-tensile material 3 is subjected to roll forming so as to have a C-shaped width cross section. Next, the end portions 30 in the width direction of the super high-tensile material 3 are welded together to form a cylindrical body 31 having a quadrangular cross section with a radius of curvature of the corner portion 13 of 5 mm. Next, as shown in FIG. 14 (b), the pins 7 having a molding surface 7 a at the tip are disposed on both end sides of the cylindrical body 31. A molding surface 7 a having a shape corresponding to the shape of the end 1 a of the reinforcing member 1 is formed at the tip of the pin 7. Next, as shown in FIG.14 (c), the molding surface 7a of the pin 7 is press-fit in the opening 19 of the both ends of the cylinder 31, and the edge part of the cylinder 31 is expanded by the molding surface 7a. . Thereby, the reinforcement member 1 which makes the curvature radius of the corner part 13 of the edge part 1a 10 mm is shape | molded. Thereafter, as shown in FIG. 14 (d), the pin 7 is pulled out from the opening 19 of the reinforcing member 1.

本例においても、補強部材１の長手方向の端部１ａにおける幅断面のコーナ部１３の曲率半径Ｒ１を、一般部１ｂのコーナ部１３の曲率半径Ｒ２よりも大きくしている。このため、端部１ａでは応力の集中が緩和される。ゆえに、端部１ａに遅れ破壊が生じることを抑制できる。   Also in this example, the radius of curvature R1 of the corner 13 in the width section at the end 1a in the longitudinal direction of the reinforcing member 1 is larger than the radius of curvature R2 of the corner 13 of the general portion 1b. For this reason, stress concentration is eased at the end 1a. Therefore, it is possible to suppress the delayed fracture from occurring at the end 1a.

また、補強部材１の頂部１１に、車体外側に向かって突出する稜線Ｌが形成されているため、車体外側からの衝突荷重に対して優れた剛性を発揮できる。   Moreover, since the ridge line L which protrudes toward the vehicle body outer side is formed in the top part 11 of the reinforcement member 1, the rigidity outstanding with respect to the collision load from the vehicle body outer side can be exhibited.

（実験例）
本実験例においては、実施例１〜４の補強部材に用いられている超ハイテン材の遅れ破壊試験を行った。 (Experimental example)
In this experimental example, a delayed fracture test was performed on the super high tensile strength materials used in the reinforcing members of Examples 1 to 4.

まず、厚み２．０ｍｍの超ハイテン材から縦（長手寸法）１００ｍｍ×横（幅）寸法３５ｍｍの大きさにシャーで切り出した。次に、図１５に示すように、切り出し材の幅方向の中央部分に曲げ加工を施して、幅断面がＵ字状の凸状曲げ部５０をもつ試験材５を作製した。試験材５は、凸状曲げ部５０に形成されているコーナ部５３の曲率半径が、５ｍｍのものと、１０ｍｍがものの２種類作製した。試験材５の相対面する側部５２には、ボルト穴５５を穿設した。   First, an ultra high tensile material having a thickness of 2.0 mm was cut with a shear into a size of 100 mm in length (longitudinal dimension) and 35 mm in width (width). Next, as shown in FIG. 15, a test material 5 having a convex bent portion 50 having a U-shaped cross section was prepared by bending the cut material in the center in the width direction. Two types of test materials 5 were produced, one having a corner 53 formed on the convex bent portion 50 and a radius of curvature of 5 mm and 10 mm. Bolt holes 55 were formed in the side portions 52 facing the test material 5.

そして、図１６に示すように、試験材５のボルト穴５５にボルト６１を挿着した後にナット６２を螺合した。ナット６２を所定の締め付け力を加えて、試験材５の側部５２が互いに近接する方向に曲げ荷重Ｆを加えた。この曲げ荷重Ｆは、試験材を構成している超ハイテン材に引っ張り荷重を加えて破断したときの破断限界値（ＴＳ）の０．３倍（０．３ＴＳ）、０．６倍（０．６ＴＳ）、０．９倍（０．９ＴＳ）とした。この試験材にて複合サイクル腐食試験（ＪＡＳＯ法ＣＣＴ）を行い、遅れ破壊の発生の有無を確認した。ＪＡＳＯ法ＣＣＴにて試験を１２０ｃｙｃ行ったときに破壊が生じなかった超ハイテン材は、市場使用環境で１０年相当経過して遅れ破壊が生じないことが経験上わかっている。   And as shown in FIG. 16, after inserting the bolt 61 in the bolt hole 55 of the test material 5, the nut 62 was screwed together. A predetermined clamping force was applied to the nut 62, and a bending load F was applied in a direction in which the side portions 52 of the test material 5 were close to each other. This bending load F is 0.3 times (0.3 TS) and 0.6 times (0. 0) the breaking limit value (TS) when a tensile load is applied to the super high tensile strength material constituting the test material and it breaks. 6TS) and 0.9 times (0.9TS). A combined cycle corrosion test (JASO CCT) was performed on this test material, and the presence or absence of delayed fracture was confirmed. Experience has shown that ultra-high tensile materials that did not break when tested by JASO CCT for 120 cyc do not cause delayed fracture after 10 years in the market environment.

図１７は、試験材のコーナ部の曲率半径が５ｍｍの場合と１０ｍｍの場合の遅れ破壊試験の結果を示している。図１７より知られるように、コーナ部の曲率半径が１０ｍｍのときには、応力が０．３ＴＳ〜０．９ＴＳとなるように荷重を加えたときでも、ＪＡＳＯ法ＣＣＴで１２０ｃｙｃ繰り返した場合にも、破壊は生じなかった。曲率半径が５ｍｍのときには、０．３ＴＳの場合では、１２０ｃｙｃ以上耐えることができたが、０．６ＴＳ以上の場合に、１２０ｃｙｃ未満で試験材に破壊が生じた。図１５の「×」に示すように、試験材５に生じる破壊の部位の多くは、長手方向の両方の端面５９であった。試験材５の端面５９には、シャーなどによる切断によって肌荒れが生じている。曲げ加工時に、肌荒れした端面５９に応力が集中し、残留応力が発生して、遅れ破壊が生じると考えられる。   FIG. 17 shows the results of the delayed fracture test when the radius of curvature of the corner portion of the test material is 5 mm and 10 mm. As can be seen from FIG. 17, when the radius of curvature of the corner portion is 10 mm, even when a load is applied so that the stress becomes 0.3 TS to 0.9 TS, even when 120 cyc is repeated in the JASO method CCT, the fracture occurs. Did not occur. When the radius of curvature was 5 mm, it was able to withstand 120 cyc or more in the case of 0.3 TS, but in the case of 0.6 TS or more, the test material was broken at less than 120 cyc. As shown by “x” in FIG. 15, most of the fracture sites that occurred in the test material 5 were both end faces 59 in the longitudinal direction. The end surface 59 of the test material 5 is roughened by cutting with a shear or the like. It is considered that stress is concentrated on the roughened end face 59 during bending, residual stress is generated, and delayed fracture occurs.

図１８は、コーナ部の曲率半径が５ｍｍであるとき、試験材の切断端面をそのままにした場合と、切断端面を研磨した場合の、試験材の遅れ破壊試験の結果を示した。切断端面は、エメリー紙（＃４００）により研磨した。図１８より知られるように、端面を研磨した場合は、０．３ＴＳから０．９ＴＳまで負荷を加えた際、１２０ｃｙｃ以上でも破壊は生じなかった。しかし、端面をそのままにした場合には、０．６ＴＳ以上の場合に、１２０ｃｙｃ未満で試験材に破壊が生じた。   FIG. 18 shows the results of the delayed fracture test of the test material when the radius of curvature of the corner portion is 5 mm, when the cut end surface of the test material is left as it is, and when the cut end surface is polished. The cut end face was polished with emery paper (# 400). As is known from FIG. 18, when the end face was polished, when a load was applied from 0.3 TS to 0.9 TS, no breakage occurred even at 120 cyc or more. However, when the end face was left as it was, the test material was broken at less than 120 cyc in the case of 0.6 TS or more.

このことから、コーナ部の曲率半径が小さいほど破壊が生じやすくなることがわかる。また、破壊が生じやすい端部の端面を研磨した場合には、破壊が生じにくくなることがわかる。   From this, it can be seen that the smaller the radius of curvature of the corner portion, the easier it is to break. Further, it can be seen that when the end face of the end portion where breakage is likely to occur is polished, the breakage hardly occurs.

本発明では、前記実施例１〜５で説明したように、切断端面を研磨する代わりに、切断端面を含む端部のコーナ部の曲率半径を、一般部のコーナ部の曲率半径よりも大きくしている。これにより、端面の遅れ破壊の抑制と、一般部での衝突荷重に耐え得る優れた剛性の確保とを両立させることができる。   In the present invention, as described in the first to fifth embodiments, instead of polishing the cut end surface, the radius of curvature of the corner portion including the cut end surface is made larger than the radius of curvature of the corner portion of the general portion. ing. Thereby, suppression of delayed fracture of the end face and securing of excellent rigidity capable of withstanding a collision load at the general portion can be achieved at the same time.

本発明の実施例１の車体補強構造の分解斜視図である。It is a disassembled perspective view of the vehicle body reinforcement structure of Example 1 of this invention. 図１のＡ−Ａ矢視断面図である。It is AA arrow sectional drawing of FIG. 図１のＢ−Ｂ矢視断面図である。It is BB arrow sectional drawing of FIG. 実施例１の、補強部材の端部の膨出部の断面図である。It is sectional drawing of the bulging part of the edge part of the reinforcement member of Example 1. FIG. 実施例１の、補強部材の一般部の膨出部の断面図である。It is sectional drawing of the bulging part of the general part of a reinforcement member of Example 1. FIG. 実施例２の車体補強構造における、端部の断面図である。It is sectional drawing of the edge part in the vehicle body reinforcement structure of Example 2. FIG. 実施例２の車体補強構造における、一般部の断面図である。It is sectional drawing of the general part in the vehicle body reinforcement structure of Example 2. FIG. 実施例３の車体補強構造における、端部の断面図である。It is sectional drawing of the edge part in the vehicle body reinforcement structure of Example 3. FIG. 実施例３の車体補強構造における、一般部の断面図である。It is sectional drawing of the general part in the vehicle body reinforcement structure of Example 3. FIG. 実施例４の車体補強構造における、端部の断面図である。It is sectional drawing of the edge part in the vehicle body reinforcement structure of Example 4. FIG. 実施例４の車体補強構造における、一般部の断面図である。It is sectional drawing of the general part in the vehicle body reinforcement structure of Example 4. FIG. 実施例５の車体補強構造の正面図である。It is a front view of the vehicle body reinforcement structure of Example 5. 実施例５の補強部材の斜視図（ａ）、一方の端部の断面図（ｂ）、一般部の断面図（ｃ）、他方の断面図（ｄ）である。It is the perspective view (a) of the reinforcement member of Example 5, sectional drawing (b) of one edge part, sectional drawing (c) of a general part, and sectional drawing (d) of the other. 実施例５の補強部材の製造方法を示す説明図（ａ）〜（ｄ）である。It is explanatory drawing (a)-(d) which shows the manufacturing method of the reinforcement member of Example 5. FIG. 実験例の試験材の斜視図である。It is a perspective view of the test material of an experiment example. 実験例における、試験材の遅れ破壊試験を説明する説明図である。It is explanatory drawing explaining the delayed fracture test of a test material in an experiment example. 実験例における、コーナ部の曲率半径が５ｍｍの場合と１０ｍｍの場合の遅れ破壊試験の結果を示す線図である。It is a diagram which shows the result of the delayed fracture test in the example of an experiment, when the curvature radius of a corner part is 5 mm, and 10 mm. 実験例における、端面をそのままとした場合と端面を研磨した場合の遅れ破壊試験の結果を示す線図である。In an experimental example, it is a diagram which shows the result of the delayed fracture test when the end face is left as it is and when the end face is polished.

符号の説明Explanation of symbols

１：補強部材、１ａ：端部、１ｂ：一般部、１ｃ：徐変部、１ｄ：溶接点、２：車体構造部材、３：超ハイテン材、５：試験材、７：ピン、１０：凸状曲げ部、１１：頂部、１２：側部、１３：コーナ部、１４：谷部、１５：膨出部、１６：平坦部、１７：中央部、１９：開口、２１：頂部、２２：側部、２３：コーナ部、２７：中央部、Ｌ：稜線。 1: Reinforcing member, 1a: end portion, 1b: general portion, 1c: gradually changing portion, 1d: welding point, 2: vehicle body structural member, 3: super high tensile material, 5: test material, 7: pin, 10: convex Bending part, 11: top part, 12: side part, 13: corner part, 14: valley part, 15: bulging part, 16: flat part, 17: center part, 19: opening, 21: top part, 22: side Part, 23: corner part, 27: center part, L: ridgeline.

Claims (6)

車体構造部材と、長手方向の端部よりも中央側の一般部において前記車体構造部材に固定され超高張力鋼板を曲げ加工して幅断面が車体外側に向けて突出する凸状曲げ部をもつ車両用の補強部材と、をもつ車体補強構造において、
前記凸状曲げ部は、車体外側に対向して突出するコーナ部をもち、
前記補強部材の前記端部における前記コーナ部の曲率半径は、前記補強部材の前記一般部における前記コーナ部の曲率半径よりも大きいことを特徴とする車体補強構造。 A vehicle body structural member and a convex bent portion that is fixed to the vehicle body structural member and is bent to an ultra high strength steel plate in a general portion on the center side with respect to an end portion in the longitudinal direction so that a cross section of the width projects toward the outside of the vehicle body. In a vehicle body reinforcement structure having a vehicle reinforcement member,
The convex bent portion has a corner portion that protrudes facing the outside of the vehicle body,
The vehicle body reinforcing structure, wherein a radius of curvature of the corner portion at the end of the reinforcing member is larger than a radius of curvature of the corner portion at the general portion of the reinforcing member. 前記超高張力鋼板の引っ張り強度が１１７０〜１４７０ＭＰａである場合には、前記補強部材の前記端部の前記コーナ部の曲率半径は、１０〜１５ｍｍであり、前記補強部材の前記一般部の前記コーナ部の曲率半径は、２〜８ｍｍであることを特徴とする請求項１記載の車体補強構造。   When the tensile strength of the ultra high strength steel sheet is 1170 to 1470 MPa, the radius of curvature of the corner portion at the end of the reinforcing member is 10 to 15 mm, and the corner of the general portion of the reinforcing member is The vehicle body reinforcing structure according to claim 1, wherein a radius of curvature of the portion is 2 to 8 mm. 前記凸状曲げ部は、２つの前記コーナ部と、前記２つのコーナ部の間に形成された中央部とをもつ頂部を有することを特徴とする請求項１又は請求項２に記載の車体補強構造。   The vehicle body reinforcement according to claim 1, wherein the convex bent portion has a top portion having two corner portions and a central portion formed between the two corner portions. Construction. 前記凸状曲げ部は、谷部と、前記谷部よりも車体外側に向かって膨出する膨出部とをもつ頂部を有し、前記膨出部は少なくとも１つの前記コーナ部を有していることを特徴とする請求項１又は２に記載の車体補強構造。   The convex bent portion has a top portion having a trough portion and a bulging portion that bulges outward from the trough portion toward the vehicle body, and the bulging portion has at least one corner portion. The vehicle body reinforcing structure according to claim 1, wherein the vehicle body reinforcing structure is provided. 前記膨出部は、平坦部と、平坦部の両端に形成された２つの前記コーナ部とをもつことを特徴とする請求項４記載の車体補強構造。   5. The vehicle body reinforcing structure according to claim 4, wherein the bulging portion has a flat portion and two corner portions formed at both ends of the flat portion. 前記車体構造部材は，超高張力鋼板を曲げ加工して幅断面が凸状曲げ部をもち、
前記凸状曲げ部は、車体外側に対向して突出するコーナ部をもち、
前記車体構造部材の長手方向の端部における前記コーナ部の曲率半径は、前記車体構造部材の前記端部よりも長手方向の中央側の一般部における前記コーナ部の曲率半径よりも大きいことを特徴とする請求項１乃至請求項５のいずれか１項に記載の車体補強構造。 The vehicle body structural member is formed by bending an ultra-high-strength steel plate and having a convex bent portion in its width section,
The convex bent portion has a corner portion that protrudes facing the outside of the vehicle body,
A radius of curvature of the corner portion at an end portion in the longitudinal direction of the vehicle body structural member is larger than a radius of curvature of the corner portion at a general portion on the center side in the longitudinal direction than the end portion of the vehicle body structural member. The vehicle body reinforcing structure according to any one of claims 1 to 5.
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