JP6376968B2 - Method for processing automotive structural member and automotive structural member - Google Patents

Method for processing automotive structural member and automotive structural member Download PDF

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JP6376968B2
JP6376968B2 JP2014254160A JP2014254160A JP6376968B2 JP 6376968 B2 JP6376968 B2 JP 6376968B2 JP 2014254160 A JP2014254160 A JP 2014254160A JP 2014254160 A JP2014254160 A JP 2014254160A JP 6376968 B2 JP6376968 B2 JP 6376968B2
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hollow steel
steel pipe
tube
structural member
width
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JP2016113049A (en
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和田　学
学 和田
秀樹 濱谷
秀樹 濱谷
井口　敬之助
敬之助 井口
哲夫 塗木
哲夫 塗木
大輔 寺本
大輔 寺本
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Nippon Steel Corp
Toyota Motor Corp
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Toyota Motor Corp
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Description

本発明は、中空鋼管を用い、その端部を他部材と結合し、かつ強度を発揮するために用いられる自動車用構造部材の加工方法及び自動車用構造部材に関するものである。   The present invention relates to a method for processing a structural member for automobiles and a structural member for automobiles, which are used for using a hollow steel pipe, connecting an end portion thereof to another member, and exhibiting strength.

中空鋼管は自動車のドアインパクトビームをはじめ、各種の自動車用構造部材として広く使用されている。しかし断面円形の鋼管の端部をそのまま他部材と結合することは困難であるため、多くの場合には特許文献１に示すように、管端にブラケットを溶接したうえで、ドアパネルなどの他部材と結合している。一般にブラケットは鋼管よりも薄肉であり、溶接部は隅肉溶接であって溶接長も限られることから、このブラケットの部分が荷重伝達特性のネックとなり、破損の起点となることが多い。そこで中空鋼管の管端に何らかの加工を施し、溶接やボルト‐ナット等により中空鋼管の管端を他部材と直接結合し、荷重伝達特性を向上させる技術が求められている。   Hollow steel pipes are widely used as various structural members for automobiles including automobile door impact beams. However, since it is difficult to connect the end of a steel pipe having a circular cross section with another member as it is, in many cases, as shown in Patent Document 1, after a bracket is welded to the end of the tube, other members such as a door panel are used. Is combined with. In general, the bracket is thinner than the steel pipe, and the welded portion is fillet welded and the weld length is limited. Therefore, the bracket portion often becomes a neck of load transmission characteristics and is a starting point of breakage. Therefore, there is a demand for a technique for improving the load transmission characteristics by performing some processing on the pipe end of the hollow steel pipe and directly connecting the pipe end of the hollow steel pipe to other members by welding or bolt-nut.

例えば特許文献２には、中空鋼管の管端に***をミシン目状に加工したうえ、押広げ治具を管端に挿入してミシン目部分から切り開き、最後に押し潰し治具で管端を平面状に押し潰して結合座面とする管端加工方法が記載されている。この方法は平坦な座面を確保し易い利点がある。しかし、結合座面の幅は十分に確保できるが、管端を切り開くために荷重伝達特性が低下すること、押し潰しの付け根部が変形時のヒンジとなってしまい、荷重伝達特性の向上が認められないこと、等の問題があった。   For example, in Patent Document 2, a small hole is machined in the end of a hollow steel pipe, and a spreading jig is inserted into the pipe end and cut from the perforated part. Finally, the pipe end is cut with a crushing jig. A tube end processing method is described in which the joint seating surface is crushed flat. This method has an advantage of ensuring a flat seat surface. However, although the width of the joint seating surface can be secured sufficiently, the load transmission characteristics deteriorate due to the opening of the pipe end, and the crush root becomes a hinge at the time of deformation, which improves the load transmission characteristics. There were problems such as being unable to do so.

また特許文献３には、中空鋼管の管端を薄く加工したうえで平面状に押し潰して結合座面とする管端加工方法が記載されている。しかしこの場合にも、押し潰しの付け根部が変形時のヒンジとなってしまい、荷重伝達特性の向上が認められないという問題があった。   Patent Document 3 describes a tube end processing method in which a tube end of a hollow steel tube is thinly processed and then flattened to form a coupling seat surface. However, even in this case, there is a problem in that the crushing root portion becomes a hinge at the time of deformation, and improvement in load transmission characteristics is not recognized.

なお特許文献４には、中空鋼管の管端部に直管部よりも板厚が大きいブラケットを結合する管端加工方法が記載されている。しかし１枚板のままでは十分な荷重伝達特性が得られず、またこのブラケットは丸断面から平板に徐変する形状であるため、曲げ特性の悪化が懸念される。   Patent Document 4 describes a pipe end processing method in which a bracket having a plate thickness larger than that of a straight pipe portion is coupled to a pipe end portion of a hollow steel pipe. However, sufficient load transmission characteristics cannot be obtained with a single plate, and since this bracket has a shape that gradually changes from a round cross section to a flat plate, there is a concern that bending characteristics may deteriorate.

特開平１１−２５４９６９号公報Japanese Patent Laid-Open No. 11-254969 特開平８−７２５４４号公報JP-A-8-72544 実用新案登録第６０６５８５号公報Utility Model Registration No. 606585 特開２００８−２４７２８０号公報JP 2008-247280 A

従って本発明の目的は上記した従来技術の欠点を解決し、中空鋼管の管端を、結合座面の幅が広くかつ荷重伝達特性の向上を図ることができる形状とすることができる自動車用構造部材の加工方法及び自動車用構造部材を提供することである。   Accordingly, the object of the present invention is to solve the above-mentioned drawbacks of the prior art, and to make the tube end of the hollow steel pipe into a shape that allows the width of the coupling seat surface to be wide and the load transmission characteristics to be improved. The present invention provides a method for processing a member and a structural member for an automobile.

上記の課題を解決するためになされた本発明の自動車用構造部材の加工方法は、中空鋼管の端部を拡管率を４０％以上で拡管した後、拡管部の中央部を平坦に押し潰し平坦部を形成した際、同時にその両側の２箇所に屈曲ビード部を形成して結合座面を形成し、前記屈曲ビード部はその高さが板厚の２〜５倍、その幅が板厚の２倍以上、座面幅の２割以下とすることを特徴とするものである。 The processing method of the structural member for automobiles of the present invention made in order to solve the above-mentioned problem is to flatten the end of the hollow steel pipe at a tube expansion rate of 40% or more and then flatly crush the center of the expanded portion. At the same time, bent bead portions are formed at two locations on both sides thereof to form a coupling seat surface, and the bent bead portion has a height of 2 to 5 times the plate thickness and a width of the plate thickness. It is characterized by being not less than twice and not more than 20% of the seating surface width .

また上記の課題を解決するためになされた本発明の自動車用構造部材は、中空鋼管の端部が４０％以上の拡管率で拡管された端部を押し潰して結合座面とした中空鋼管の管端構造であり、この結合座面は、片面は平坦部であり、その反対面は両側の２カ所に屈曲ビード部を残してそれらの間の中央部を平坦部とした形状であり、かつ前記屈曲ビード部はその高さが板厚の２〜５倍、その幅が板厚の２倍以上、座面幅の２割以下であることを特徴とするものである。 Moreover, the automotive structural member of the present invention made to solve the above problems is a hollow steel pipe having a joint seat surface by crushing the end of the hollow steel pipe expanded at a pipe expansion ratio of 40% or more . A pipe end structure, and this coupling seating surface has a flat portion on one side, and its opposite surface has a shape with a flat portion at the center between them, leaving bent bead portions at two locations on both sides , and The bent bead portion has a height of 2 to 5 times the plate thickness, a width of at least twice the plate thickness, and 20% or less of the seating surface width .

また、中空鋼管が溶融亜鉛めっき鋼管であり、前記２つの平坦部間が溶融・凝固しためっき層により結合されている構造とすることができる。   Further, the hollow steel pipe is a hot dip galvanized steel pipe, and the two flat portions can be connected by a molten and solidified plated layer.

本発明によれば、中空鋼管の端部を拡管した後、押し潰して結合座面を形成する。このように拡管して径を大きくしたうえで平坦に押し潰すことにより、単に押し潰した場合よりも結合座面の幅を大きくすることができる。また拡管により管端の肉厚が減少するため、相手部材が薄板の場合にもスポット溶接が容易になる。これらの効果を確保するために端部の拡管率を４０％以上とすることが好ましく、６０％以上とすることがさらに好ましい。   According to the present invention, after expanding the end of the hollow steel pipe, it is crushed to form the joint seating surface. By expanding the tube in this way and increasing the diameter and then flattening it, the width of the coupling seating surface can be made larger than when it is simply crushed. Further, since the wall thickness at the pipe end is reduced by the pipe expansion, spot welding is facilitated even when the mating member is a thin plate. In order to ensure these effects, the tube expansion rate at the end is preferably 40% or more, more preferably 60% or more.

また本発明によれば、従来のように管端の全体を平坦に押し潰すのではなく、拡管部の中央部を平坦に押し潰し平坦部を形成した際、同時にその両側の２箇所に屈曲ビード部を形成して結合座面を形成する。このように両端の２カ所に屈曲ビード部を残すことにより、押し潰しの付け根部が変形時のヒンジとなることが防止でき、荷重伝達特性の向上を図ることができる。その具体的な数値は後述する通りである。 In addition, according to the present invention, when the entire tube end is not crushed flat as in the prior art, but the central portion of the expanded portion is flattened to form a flat portion, bent beads are simultaneously formed at two locations on both sides thereof. Forming a coupling seating surface. Thus, by leaving the bent bead portions at two places on both ends, it is possible to prevent the crushing root portion from becoming a hinge at the time of deformation, and to improve the load transmission characteristics. The specific numerical values are as described later.

さらに、中空鋼管を溶融亜鉛めっき鋼管とし、押し潰された２つの平坦部間を溶融・凝固しためっき層により結合した構造とすれば、結合座面の強度をより高めることができる。   Furthermore, if the hollow steel pipe is made of a hot dip galvanized steel pipe and the two flat parts that have been crushed are joined by a molten and solidified plating layer, the strength of the joint seating surface can be further increased.

本発明の中空鋼管の自動車用構造部材の加工方法の工程説明図である。It is process explanatory drawing of the processing method of the structural member for motor vehicles of the hollow steel pipe of this invention. 結合座面の斜視図である。It is a perspective view of a coupling seat surface. 結合座面の正面図と側面図である。It is the front view and side view of a coupling seat surface. 実施例に用いた実施例品の説明図である。It is explanatory drawing of the Example goods used for the Example. 実施例に用いた従来品の説明図である。It is explanatory drawing of the conventional product used for the Example. 実施例で測定されたストロークと荷重の関係を示すグラフである。It is a graph which shows the relationship between the stroke measured in the Example, and a load.

以下に本発明の実施形態を説明する。
図１は本発明に係る自動車用構造部材の加工方法の工程説明図である。先ず中空鋼管１の端部を適宜長さにわたり拡管し、拡管部２を形成する。この拡管は中空鋼管１の端部をテーパ状のマンドレルに押し込む周知の方法によって行うことができる。拡管により端部の直径が拡大するとともに、肉厚ｔが減少する。ただし本発明においては、拡管の手段は特に限定されるものではない。 Embodiments of the present invention will be described below.
FIG. 1 is a process explanatory diagram of a method for processing an automotive structural member according to the present invention. First, the end portion of the hollow steel pipe 1 is appropriately expanded over a length to form the expanded portion 2. This pipe expansion can be performed by a known method of pushing the end of the hollow steel pipe 1 into a tapered mandrel. The diameter of the end portion is increased by the tube expansion, and the wall thickness t is decreased. However, in the present invention, the means for expanding the pipe is not particularly limited.

前記したように、拡管部２の肉厚ｔが厚いと相手部材が薄板の場合にはスポット溶接しにくくなるため、拡管により十分に薄肉化することが望ましい。結合強度向上のためにスポット１打点追加可能とする場合には拡管率η≧４０％、千鳥配置で２打点追加可能とする場合にはη≧６０％とする。拡管率ηが４０％の場合には座面幅を従来よりも２０ｍｍ拡大することができ、スポット１打点が追加可能となる。また拡管率ηが６０％の場合には座面幅を従来よりも３０ｍｍ拡大することができ、千鳥配置で２打点の追加が可能となる。   As described above, if the wall thickness t of the tube expansion portion 2 is large, it becomes difficult to perform spot welding when the mating member is a thin plate. Therefore, it is desirable that the tube expansion portion 2 be sufficiently thinned by tube expansion. When it is possible to add one spot spot for improving the bonding strength, the tube expansion ratio η ≧ 40%, and when two spots can be added in a staggered arrangement, η ≧ 60%. When the tube expansion rate η is 40%, the seating surface width can be increased by 20 mm compared to the conventional case, and one spot spot can be added. Further, when the tube expansion ratio η is 60%, the seating surface width can be increased by 30 mm compared to the conventional case, and two striking points can be added in a staggered arrangement.

上記した拡管を可能とするためには、一様伸び（Ｕ‐ＥＬ）が１０％以上、より好ましくは１５％以上、穴広げ率（λ）が３０％以上、より好ましくは４０％以上の鋼材を選択することが望ましい。これらの特性を持つ材質の中空鋼管は必ずしも特別なものではなく、市販品から選択することができる。一様伸びは引張試験において、試験片平行部がほぼ一様に変形する永久伸びの限界値であり、通常、最大引張荷重に対応する永久伸びとして求められる値である。また穴広げ率は、ＪＩＳ‐２２５６に規定されており、試験片に開けた円形の打抜き穴を円すい（錐）状のパンチで押し広げ，穴の縁に発生する割れが少なくとも一個所で厚さ方向に貫通したときの穴の径の拡大量を初期の穴の径に対する貫通したときの穴の径の比で表した値である。   In order to enable the above-mentioned pipe expansion, a steel material having a uniform elongation (U-EL) of 10% or more, more preferably 15% or more, and a hole expansion ratio (λ) of 30% or more, more preferably 40% or more. It is desirable to select. A hollow steel pipe made of a material having these characteristics is not necessarily special, and can be selected from commercially available products. The uniform elongation is a limit value of permanent elongation at which the parallel portion of the specimen is deformed almost uniformly in the tensile test, and is usually a value obtained as the permanent elongation corresponding to the maximum tensile load. The hole expansion rate is specified in JIS-2256. A circular punched hole in a test piece is expanded with a conical punch, and the crack generated at the edge of the hole is thick at least at one location. It is a value expressed by the ratio of the diameter of the hole when penetrating through the initial diameter of the hole with respect to the diameter of the hole when penetrating in the direction.

次に拡管部２を平坦な下型上に載せ、上方からポンチを下降させて拡管部２の中央部を平坦に押し潰し、結合座面３を形成する。その形状は図２、図３に示されるように、拡管部の中央部を平坦に押し潰し平坦部５を形成した際、同時にその両側の２箇所に屈曲ビード部４を形成したものである。平坦部５は二重となって相互に密着する。このように両側の２カ所に屈曲ビード部４を残すことにより、結合座面３の曲げ強度及びねじり剛性が向上し、従来のように押し潰しの付け根部が変形時のヒンジとなることが防止される。 Next, the pipe expansion part 2 is placed on a flat lower mold, and the punch is lowered from above to flatly crush the center part of the pipe expansion part 2 to form the coupling seat surface 3. As shown in FIGS. 2 and 3, when the flat portion 5 is formed by flatly crushing the central portion of the expanded portion, the bent bead portions 4 are simultaneously formed at two locations on both sides thereof . The flat portions 5 are double and adhere to each other. By leaving the bent bead portions 4 at two locations on both sides in this way, the bending strength and torsional rigidity of the coupling seat surface 3 are improved, and the crushing root portion is prevented from becoming a hinge at the time of deformation as in the past. Is done.

図２に示される屈曲ビード部４のビード高さＢｈは、板厚ｔの２〜５倍（２ｔ≦Ｂｈ≦５ｔ）とする。ビード高さＢｈが２ｔ未満となるまで押し潰すと、結合座面３の強度向上代が５％未満となり、十分な効果が得られない。逆にビード高さＢｈを５ｔより高くしても強度向上代が飽和してしまい、それ以上の強度増加が認められない。   The bead height Bh of the bent bead portion 4 shown in FIG. 2 is 2 to 5 times the plate thickness t (2t ≦ Bh ≦ 5t). If it is crushed until the bead height Bh is less than 2t, the strength improvement margin of the joint seat surface 3 is less than 5%, and a sufficient effect cannot be obtained. Conversely, even if the bead height Bh is higher than 5t, the strength improvement allowance is saturated, and no further increase in strength is observed.

また図２に示される屈曲ビード部４のビード幅Ｂｗは、板厚ｔの２倍以上、座面幅Ｗの２割以下（２ｔ≦Ｂｗ≦０.２Ｗ）とする。ここで座面幅Ｗは、両端の屈曲ビード部４の外側面間の距離である。ビード幅Ｂｗが２ｔ未満であると、結合座面３の強度向上代が５％未満となり、十分な効果が得られない。逆にビード幅Ｂｗが０.２Ｗを超えると相対的にスポット溶接可能な平坦部５の幅が減少するので好ましくない。   The bead width Bw of the bent bead portion 4 shown in FIG. 2 is not less than twice the plate thickness t and not more than 20% of the seat surface width W (2t ≦ Bw ≦ 0.2 W). Here, the seating surface width W is a distance between the outer surfaces of the bent beads 4 at both ends. When the bead width Bw is less than 2t, the strength improvement allowance of the coupling seating surface 3 is less than 5%, and a sufficient effect cannot be obtained. Conversely, if the bead width Bw exceeds 0.2 W, the width of the flat portion 5 that can be relatively spot welded decreases, which is not preferable.

中空鋼管１の端部に上記した構造の結合座面３を形成すれば、この結合座面３を相手部材にスポット溶接することにより、相手部材と中空鋼管１とを強固に接合することができる。拡管により結合座面３の平坦部５の肉厚は薄くなっているため、スポット溶接は容易である。また両端に屈曲ビード部４を残した形状としたので、負荷を受けたときにも押し潰しの付け根部６が変形時のヒンジとなることがない。この押し潰しの付け根部６は、図３に示されるように平坦部５の管軸方向の終端部のうち、肉厚ｔの２倍幅の部分を指す。従来はこの部分がヒンジとなって折れ曲がってしまい、相手部材と中空鋼管１との間の荷重伝達特性が低下していたのに対し、本願発明では実施例のデータに示すように、荷重伝達特性が向上した。   If the coupling seat surface 3 having the structure described above is formed at the end of the hollow steel pipe 1, the mating member and the hollow steel pipe 1 can be firmly joined by spot welding the coupling seat surface 3 to the mating member. . Since the thickness of the flat portion 5 of the coupling seat surface 3 is reduced by the pipe expansion, spot welding is easy. Further, since the bent bead portions 4 are left at both ends, the crushing root portion 6 does not become a hinge at the time of deformation even when a load is applied. As shown in FIG. 3, the crushing root portion 6 indicates a portion having a width twice as large as the wall thickness t in the end portion of the flat portion 5 in the tube axis direction. Conventionally, this portion is bent as a hinge, and the load transfer characteristic between the mating member and the hollow steel pipe 1 has been lowered, whereas in the present invention, as shown in the data of the examples, the load transfer characteristic Improved.

また中空鋼管１として溶融亜鉛めっき鋼管を使用し、押し潰し後に焼入れ加工を行なえば、めっき層が溶融凝固して上下の平坦部５が全面結合する。これにより荷重伝達特性を更に向上させることができる。なおこの効果を得るためには、潰し後の上下の平坦部５の間隙を０.１ｍｍ以下とすることが望ましい。また上下板を密着可能なめっき目付量ｍ（ｇ/ｍ２）は、１００ｇ/ｍ２≦ｍ≦７００ｇ/ｍ２である。めっき目付量ｍがこの範囲より少ないと密着効果が低下し、この範囲を超えても密着効果の増加は認められない。
以下に本発明の実施例を示す。 If a hot dip galvanized steel pipe is used as the hollow steel pipe 1 and quenching is performed after crushing, the plating layer is melted and solidified, and the upper and lower flat parts 5 are bonded together. Thereby, a load transmission characteristic can further be improved. In order to obtain this effect, it is desirable that the gap between the upper and lower flat portions 5 after crushing is 0.1 mm or less. Further, the plating basis weight m (g / m 2 ) capable of adhering the upper and lower plates is 100 g / m 2 ≦ m ≦ 700 g / m 2 . If the plating basis weight m is less than this range, the adhesion effect is reduced, and even if this range is exceeded, no increase in the adhesion effect is observed.
Examples of the present invention are shown below.

自動車のドアインパクトビームとしてごく一般的な寸法である外径３１.８ｍｍ、肉厚１.６ｍｍの中空鋼管を用い、本発明の効果を確認した。その材質は、一様伸び（Ｕ‐ＥＬ）１５％、穴広げ率（λ）が４０％のものである。この鋼管は焼入れ後の強度が１５００ＭＰａ級のものであり、スポット溶接のスポット間距離は２０ｍｍとした。   The effect of the present invention was confirmed using a hollow steel pipe having an outer diameter of 31.8 mm and a wall thickness of 1.6 mm, which is a very common dimension as an automobile door impact beam. The material has a uniform elongation (U-EL) of 15% and a hole expansion ratio (λ) of 40%. This steel pipe had a strength after quenching of 1500 MPa class, and the distance between spots in spot welding was 20 mm.

図４に示すように、実施例品は、屈曲ビード部を残した結合座面を中空鋼管の長手方向の上下両端に形成し、スポット２打点で試験装置のフレームに固定したもので、その中央部を変位制御可能な先端１００Ｒのポンチで押圧し、ポンチのストロークと荷重との関係を測定した。そのビード高さＢｈとビード幅Ｂｗはともに３ｔとした。さらに溶融亜鉛めっき層により上下の平坦部を全面密着させたものについても、同様に測定を行った。 As shown in FIG. 4, the example product is formed by forming the joint seat surface with the bent bead portion at the upper and lower ends in the longitudinal direction of the hollow steel pipe and fixing it to the frame of the test apparatus with two spot points. The part was pressed with the punch of the tip 100R capable of displacement control, and the relationship between the stroke of the punch and the load was measured. The bead height Bh and bead width Bw were both 3t. Further, the same measurement was performed on the upper and lower flat portions adhered to each other by the hot dip galvanized layer.

従来品は図５に示すように、中空鋼管の両端部にブラケットを隅肉溶接したものを、スポット２打点で試験装置のフレームに固定し、同様にその中央部を変位制御可能な先端１００Ｒのポンチで押圧し、ポンチのストロークと荷重との関係を測定した。   As shown in FIG. 5, the conventional product is obtained by fixing a hollow steel pipe with a fillet welded to both ends of the hollow steel pipe to the frame of the test apparatus at two spot points, and similarly, the center part of the tip 100R whose displacement can be controlled. Pressing with a punch, the relationship between the punch stroke and the load was measured.

その結果は図６のグラフに示す通りであり、実施例品は従来品に比較して、同一ストロークを与えたときの荷重が２５〜３５％向上した。さらにこの実施例品にめっきによる上下密着効果を付与したものは、従来品に比較して、同一ストロークを与えたときの荷重が２０〜４０％向上した。   The result is as shown in the graph of FIG. 6, and the load of the example product was improved by 25 to 35% when the same stroke was given compared to the conventional product. Furthermore, what gave the vertical contact effect by plating to this Example product improved the load when the same stroke was given 20 to 40% compared with the conventional product.

また実施例品は何れも、押し潰しの付け根部における歪が少なく、ヒンジとなって折れ曲がりにくいことを、応力解析によって確認した。   In addition, it was confirmed by stress analysis that all of the example products had less distortion at the crushing root portion and became difficult to bend as a hinge.

本発明は自動車のドアインパクトビームへの適用に特に適したものであるが、必ずしもこれに限定されるものではなく、中空鋼管を相手部材と強固に接合したい自動車構造用途に広く適用できるものである。   The present invention is particularly suitable for application to automobile door impact beams, but is not necessarily limited to this, and can be widely applied to automobile structural applications in which a hollow steel pipe is desired to be firmly joined to a counterpart member. .

１ 中空鋼管
２ 拡管部
３ 結合座面
４ 屈曲ビード部
５ 平坦部
６ 押し潰しの付け根部 DESCRIPTION OF SYMBOLS 1 Hollow steel pipe 2 Expanded part 3 Bonding seat surface 4 Bending bead part 5 Flat part 6 Crushing root part

Claims (3)

中空鋼管の端部を拡管率を４０％以上で拡管した後、拡管部の中央部を平坦に押し潰し平坦部を形成した際、同時にその両側の２箇所に屈曲ビード部を形成して結合座面を形成し、前記屈曲ビード部はその高さが板厚の２〜５倍、その幅が板厚の２倍以上、座面幅の２割以下とすることを特徴とする自動車用構造部材の加工方法。 After expanding the end of the hollow steel tube at a tube expansion ratio of 40% or more, when the flat portion is formed by flatly crushing the central portion of the expanded portion, bent bead portions are simultaneously formed at two locations on both sides of the tube. And a bent bead portion having a height of 2 to 5 times the plate thickness, a width of not less than twice the plate thickness, and not more than 20% of the seat surface width. Processing method. 中空鋼管の端部が４０％以上の拡管率で拡管された端部を押し潰して結合座面とした中空鋼管の管端構造であり、この結合座面は、片面は平坦部であり、その反対面は両側の２カ所に屈曲ビード部を残してそれらの間の中央部を平坦部とした形状であり、かつ前記屈曲ビード部はその高さが板厚の２〜５倍、その幅が板厚の２倍以上、座面幅の２割以下であることを特徴とする自動車用構造部材。 The end of the hollow steel tube is a tube end structure of a hollow steel tube that is crushed at the end expanded at a tube expansion ratio of 40% or more to form a coupling seat surface, and this coupling seating surface is a flat portion on one side, The opposite surface has a shape in which the bent bead portions are left in two places on both sides and the central portion between them is a flat portion , and the height of the bent bead portion is 2 to 5 times the plate thickness and the width is A structural member for an automobile characterized by being not less than twice the plate thickness and not more than 20% of the seating surface width . 中空鋼管が溶融亜鉛めっき鋼管であり、前記２つの平坦部間が溶融・凝固しためっき層により結合されていることを特徴とする請求項２記載の自動車用構造部材。 3. The structural member for an automobile according to claim 2 , wherein the hollow steel pipe is a hot dip galvanized steel pipe, and the two flat portions are joined by a molten and solidified plating layer .
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