JP7604544B2 - Vehicle body side structure having impact absorbing member - Google Patents

Description

The present invention relates to a vehicle body side structure having a shock absorbing member that absorbs shocks applied to the vehicle body from the side.

Conventionally, a reinforcing member for reinforcing the side of an automobile body is described, for example, in Patent Document 1. The reinforcing member disclosed in this publication is an energy absorbing member that faces the side sill inner of the vertical frame inside the side sill of the vehicle body, and is composed of hollow members, which are multiple tubular parts extending in the vehicle width direction, lined up in the front-rear direction of the vehicle body. The hollow members are formed so that their cross-sectional shape is a polygonal cross section, and each has multiple corner edges that extend in the vehicle width direction. A corner edge is a corner part whose ridge line extends in the vehicle width direction. The corner edges of the hollow member shown in Patent Document 1 have multiple recessed parts formed. When recessed parts are formed in the corner edges of the hollow member in this way, the hollow member becomes more likely to be crushed in the vehicle width direction in a pole collision, which has the largest local load among side collisions, and so-called axial crushing can be promoted.

U.S. Pat. No. 9,725,118

However, when a recess is formed on the corner edge, the hollow member becomes more easily crushed (it becomes easier to be crushed by axial compression), but on the other hand, the load decreases, so the amount of impact energy absorbed decreases.

The object of the present invention is to provide a vehicle body side structure having an impact absorbing member that can increase the amount of impact energy absorbed while adopting a structure that promotes axial collapse.

To achieve this objective, the vehicle side structure having an impact absorbing member according to the present invention comprises a vertical frame provided on the side of the vehicle body so as to extend in the fore-and-aft direction of the vehicle body, and an impact absorbing member facing the vertical frame, the impact absorbing member having a tubular portion formed in a cylindrical shape extending in the vehicle width direction, the tubular portion being formed in a polygonal tubular cross-section by a plurality of corners extending in the vehicle width direction and a plurality of plate portions adjacent to each other via the corners, and at least one of the plurality of plate portions has a weak portion formed at the outer end in the vehicle width direction. The vertical frame can be formed by a side sill inner or a side frame of a battery housing.

In the present invention, in the vehicle body side structure having the impact absorbing member, the tubular portion is formed by an upper member and a lower member joined together while overlapping in the vertical direction, and is provided at positions aligned at a predetermined interval in the fore-and-aft direction, and the length in the vehicle width direction of at least one of the upper members or the lower members may be longer than the length in the fore-and-aft direction.

In the present invention, in the vehicle body side structure having the impact absorbing member, the upper member and the lower member each have a joint plate portion that serves as a joint where the upper member and the lower member are joined to each other, and a plurality of bent plate portions that serve as halves obtained by dividing the tubular portion in the vertical direction, and the bent plate portions may have the weak portion formed therein, excluding the corner ridge.

In the present invention, in the vehicle body side structure having the impact absorbing member, the weak portion is a hole penetrating the bent plate portion, and an accessory formed separately from the upper member and the lower member may be joined to the bent plate portion located on the opposite side of the tubular portion from the bent plate portion in which the weak portion is formed, at the same position as the weak portion in the vehicle width direction.

The present invention relates to a vehicle body side structure having the impact absorbing member, in which at least one of the plurality of bent plate portions has a through hole formed in the center in the vehicle width direction, penetrating the bent plate portion, and a collapse prevention bracket formed separately from the upper member and the lower member is joined to the bent plate portion located on the opposite side of the bent plate portion in which the through hole of the tubular portion is formed, at the same position in the vehicle width direction as the through hole, and the collapse prevention bracket may connect the longitudinal center of the tubular portion to a side sill of the vehicle body side structure.

In the present invention, in the vehicle body side structure having the impact absorbing member, the sum of the length of the multiple bent plate portions in the longitudinal direction and the length of one of the joint plate portions in the longitudinal direction may be equal to or less than the length of a part of the circumference that is in the range of 40° to 50° from the center of the horizontal cross section of the pole impact object used in the pole side impact test and is closest to the impact absorbing member, projected in the pole impact direction.

The present invention relates to a vehicle body side structure having an impact absorbing member, in which the impact absorbing member is formed by joining a plurality of impact absorbers arranged in the longitudinal direction, and the upper member constituting the impact absorber has at least one hat-shaped portion having a hat-shaped cross section with a joint plate portion connected to each of the front and rear sides of the plurality of bent plate portions arranged in a shape that convex upward, and the lower member constituting the impact absorber has at least one hat-shaped portion having a hat-shaped cross section with a joint plate portion connected to each of the front and rear sides of the plurality of bent plate portions arranged in a shape that convex downward, and a notch extending in the longitudinal direction and a protruding piece adjacent to the notch in the vehicle width direction are formed at the longitudinal end of the joint plate portion provided on the upper member and the lower member of the impact absorber, and the joint portion between two sets of impact absorbers adjacent to each other in the longitudinal direction may be in a two-ply state by inserting the protruding piece formed on the upper member or the lower member of one impact absorber into the notch formed in the upper member or the lower member of the other impact absorber and combining them.

In the present invention, in the vehicle body side structure having the impact absorbing member, the multiple bent plate portions of the upper member and the multiple bent plate portions of the lower member are each formed into a shape that forms a ridge extending in the vehicle width direction, and at least one of a groove extending in the front-rear direction and a groove extending in the up-down direction may be formed in the outer end of the portion that forms the ridge of the upper member or the lower member on the vehicle width direction.

The present invention relates to a vehicle body side structure having the impact absorbing member, in which the tubular portion is composed of a first tubular portion and a second tubular portion formed in a V-shape when viewed from the vehicle width direction, and a plurality of hollow body units each including the first tubular portion and the second tubular portion are arranged in the front-rear direction, and the upper ends of the first tubular portion and the second tubular portion constituting the hollow body unit are connected to each other by an upper connecting piece, and the lower ends of adjacent hollow body units are connected to each other by a lower connecting piece.

In the present invention, in the vehicle body side structure having the impact absorbing member, the hollow body unit and the upper and lower connection pieces are formed by arranging, combining, and joining three steel plate press products formed in a hat-shaped cross section having a cross-sectionally mountain-shaped hat portion and brim portions on both sides in the front-rear direction, and the central steel plate press product of the three steel plate press products is in a position in which the hat portion is convex upward, and the front steel plate press product and the rear steel plate press product of the three steel plate press products are in a position in which the hat portion is convex downward, so as to sandwich the central steel plate press product from the front and rear, and the first cylindrical portion is formed using a part of the hat portion of the central steel plate press product and a part of the hat portion of the front steel plate press product, and the second cylindrical portion is formed using a part of the hat portion of the central steel plate press product and a part of the hat portion of the rear steel plate press product.

In the vehicle body side structure having the impact absorbing member, the flange portions of the three steel plate pressed products may each have a step portion with a corner edge so that the opening width in the vertical direction of the first cylindrical portion and the second cylindrical portion increases in the vertical direction.

In the vehicle body side structure having the impact absorbing member, the present invention may be such that the tops of the hat parts of the three steel plate press products, in the center in the fore-and-aft direction, have a recessed part recessed toward the inside of the hat part, and the upper connecting piece and the lower connecting piece are configured by joining the flange part of another steel plate press product to the back side of the recessed part.

The present invention relates to a vehicle body side structure having the impact absorbing member, in which the vertical frame is a side sill inner, and further includes a beam extending in the fore-and-aft direction inside the vehicle body from the side sill inner, the beam being a side frame of a battery housing fixed under the vehicle body floor and formed of a hollow body, the center of the side frame in the up-down direction is provided with a partition wall extending in the vehicle width direction and dividing the inside of the side frame in the up-down direction, the cylindrical parts are each provided at a position lined up at a predetermined interval in the fore-and-aft direction, and the partition wall may be positioned between the lower and upper ends of the multiple cylindrical parts when viewed from the side of the vehicle body.

In the present invention, in the vehicle body side structure having the impact absorbing member, the outer corner of the side frame in the vehicle width direction may be curved to have an arc-shaped cross section, and the partition wall may abut against the outer wall of the side frame in the vehicle width direction.

The present invention relates to a vehicle body side structure having the impact absorbing member, which further includes a strength member including a vehicle body floor frame and a floor cross member provided on the lower part of the vehicle body, and the battery housing has a reinforcement member aligned with the side frame in the vehicle width direction and extending in the vehicle width direction, and the side frame may be fixed to the lower part of the side sill via a fixing part and may also be fixed to the strength member via the reinforcement member.

In the vehicle body side structure having the impact absorbing member, the present invention may be such that a fixing member is provided at the open end of the tubular portion, protruding toward the outside of the polygonal closed cross section.

The present invention provides a vehicle body side structure having an impact absorbing member that can increase the amount of impact energy absorbed while adopting a structure that promotes axial collapse.

FIG. 1 is a perspective view showing a schematic configuration of a vehicle body side structure having a shock absorbing member according to the present invention. FIG. 2 is a cross-sectional view of the main part. FIG. 3 is a cross-sectional view of a portion of the impact absorbing member. FIG. 4 is a plan view of a portion of the impact absorbing member. FIG. 5 is a schematic diagram for explaining the mechanism by which axial collapse occurs. FIG. 6 is a schematic diagram for explaining the mechanism by which axial collapse occurs. FIG. 7 is a schematic diagram for explaining the mechanism by which axial collapse occurs. FIG. 8 is a graph showing the change in impact absorption energy. FIG. 9 is a front view of the cylindrical portion as viewed from the side of the vehicle body. FIG. 10 is a cross-sectional view of the cylindrical portion. FIG. 11 is a cross-sectional view of the cylindrical portion and a portion of the side sill. FIG. 12 is a cross-sectional view of the cylindrical portion and the side sill. FIG. 13 is a plan view of the cylindrical portion. FIG. 14 is a graph showing the relationship between the amount of energy absorption and an object colliding with a pole. FIG. 15 is a perspective view of the upper member. FIG. 16 is an exploded perspective view of the upper and lower members. FIG. 17 is a perspective view showing a state in which the upper member and the lower member are joined together. FIG. 18 is an exploded perspective view of the upper and lower members. FIG. 19 is a perspective view showing a state in which the upper member and the lower member are joined together. FIG. 20 is an exploded perspective view of the upper and lower members. FIG. 21 is a perspective view showing the upper and lower members joined together. FIG. 22 is a perspective view showing a modified example of the cylindrical portion. FIG. 23 is a perspective view showing a modified example of the cylindrical portion. FIG. 24 is a perspective view showing a modified example of the cylindrical portion. FIG. 25 is a perspective view showing a modified example of the cylindrical portion. FIG. 26 is a cross-sectional view of the cylindrical portion and the side sill. FIG. 27 is a front view of the cylindrical portion as viewed from the side of the vehicle body. FIG. 28 is a perspective view showing a modified example of the impact absorbing member. FIG. 29 is a perspective view showing a modified example of the impact absorbing member. FIG. 30 is an enlarged perspective view of a portion of the impact absorbing member. FIG. 31 is an enlarged perspective view of a portion of the impact absorbing member. FIG. 32 is a cross-sectional view of the vehicle body side structure. FIG. 33 is a schematic diagram of the cylindrical portion and the beam as viewed from the side of the vehicle body. FIG. 34 is a cross-sectional view of a shaft member, a side sill, and a beam that have suffered axial crushing. FIG. 35 is a cross-sectional view of the beam. FIG. 36 is a cross-sectional view of the vehicle body side structure. FIG. 37 is a plan view of the battery housing. FIG. 38 is a side view of the tubular portion having the fixing member as viewed from the side of the vehicle body. FIG. 39 is a cross-sectional view of a cylindrical portion having a fixing member and a side sill. FIG. 40 is a perspective view showing a modified example of a pressed steel plate constituting the impact absorbing member. FIG. 41 is a diagram for explaining the advantages of the outer connection type connection piece. FIG. 42 is a perspective view showing a modified example of a pressed steel plate constituting the impact absorbing member.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle body side structure having a shock absorbing member according to the present invention will now be described in detail with reference to FIGS.
The vehicle body frame 1 shown in Fig. 1 can be used in electric vehicles (not shown) such as EV vehicles, and constitutes the "vehicle body" of the electric vehicle. The vehicle body frame according to this embodiment includes a front pillar inner 2, a center pillar inner 3, and a side sill 5 that is part of a vehicle body side structure 4 at both ends in the vehicle width direction (the front pillar outer and center pillar outer are not shown). Fig. 1 shows the side sill 5 in an exploded state.

(Side sill explanation)
The side sill 5 according to this embodiment is formed by combining two parts into a cylindrical shape extending in the fore-aft direction of the vehicle body. Hereinafter, the fore-aft direction of the vehicle body will be simply referred to as the "fore-aft direction", and the left-right direction of the vehicle body will be simply referred to as the "vehicle width direction". Inside the side sill 5, an impact absorbing member 6, which is a main component of the vehicle body side structure 4, is housed. A detailed description of the impact absorbing member 6 will be given later.
The two components that make up the side sill 5 are a side sill inner 7 (vertical frame) that extends in the fore-aft direction of the vehicle body on the inside of the vehicle body, and a side sill outer 8 that extends in the fore-aft direction of the vehicle body on the outside of the vehicle body. As shown in Fig. 2, the side sill inner 7 and the side sill outer 8 each have a main body 7a, 8a that has a U-shaped cross section, and upper flanges 7b, 8b and lower flanges 7c, 8c for welding that are formed integrally with the ends of the main bodies 7a, 8a.

The side sill inner 7 of the vertical frame is welded to the floor panel (not shown) and cross member 11 of the body frame 1 with the open portion of the U-shaped main body 7a facing the outside of the vehicle body.
The side sill outer 8 is welded to the side sill inner 7 with the open portion of the U-shaped main body 8a facing toward the inside of the vehicle body.
The upper flanges 7b, 8b of the side sill inner 7 and the side sill outer 8 protrude upward from the upper ends of the main bodies 7a, 8a when mounted on the vehicle. The lower flanges 7c, 8c protrude downward from the lower ends of the main bodies 7a, 8a when mounted on the vehicle. These upper flanges 7b, 8b and lower flanges 7c, 8c extend from the front end to the rear end of the side sill inner 7 and the side sill outer 8. The welding of the side sill inner 7 and the side sill outer 8 is performed by overlapping the upper flanges 7b, 8b of the side sill inner 7 and the side sill outer 8 with each other and spot welding them, and by overlapping the lower flanges 7c, 8c with each other and spot welding them.

The shock absorbing member 6 is intended to absorb impacts applied to the side sill 5 from the side of the vehicle body (side impacts such as a pole collision), and in this embodiment extends from the front end to the rear end within the side sill 5; however, costs can be reduced by setting the length of the shock absorbing member 6 to a location and length that corresponds to the battery housing under the floor.
2, a collapse suppression bracket 13 is welded to the upper end of the impact absorbing member 6, which is connected to the lower end of the inner center pillar 3. Although not shown, the inner center pillar 3 is equipped with an outer center pillar and forms a closed cross section that extends vertically.
The collapse prevention bracket 13 is sandwiched between the upper flanges 7b, 8b and fixed to these upper flanges 7b, 8b by spot welding, and reliably fixes the lower part of the center pillar inner 3 via the impact absorbing member 6.

(Explanation of shock absorbing components)
As shown in Figures 3 and 4, the impact absorbing member 6 includes a plurality of cylindrical portions 21 and a plurality of connecting portions 22 that connect these cylindrical portions 21 to each other. The cylindrical portions 21 are provided at positions aligned at predetermined intervals in the longitudinal direction (front-rear direction) of the side sill 5. The connecting portions 22 shown in Figures 3 and 4 connect the central portions of the cylindrical portions 21 in the up-down direction to each other. The cylindrical portion 21 according to this embodiment is formed by an upper member 23 and a lower member 24 that are joined to each other while overlapping in the up-down direction.

The impact absorbing member 6 shown in FIG. 3 has a plurality of upper members 23 aligned in the front-rear direction, and one lower member 24 joined to these upper members 23 .
The upper member 23 and the lower member 24 are formed into a shape that will realize the above-mentioned tubular portion 21 and connecting portion 22 when combined with each other. The upper member 23 and the lower member 24 are joined by spot welding at the connecting portion 22. The spot welding for this joining is performed at positions indicated by x marks in Fig. 4, and is performed at a plurality of positions in the vehicle width direction.

The cylindrical portion 21 in this embodiment is formed in a cylindrical shape extending in the vehicle width direction. More specifically, the cylindrical portion 21 is formed in a cylindrical shape with a polygonal cross section by a plurality of corners 25 extending in the vehicle width direction and a plurality of plate portions 26 adjacent to each other through these corners 25. FIG. 3 shows the cylindrical portion 21 formed in a cylindrical shape with a square cross section. The corners 25 are corners having a ridge line extending in the vehicle width direction. The corners include sharp corners and corners curved in a circular arc shape in cross section.

As shown in FIG. 4, at least one of the plate portions 26 forming the tubular portion 21 has a weak portion 27 at the outer end in the vehicle width direction, where the stiffness is partially reduced. The weak portion 27 in this embodiment is formed by a circular hole penetrating the plate portion 26. The tubular portion 21 shown in FIG. 3 and FIG. 4 has a weak portion 27 formed in the plate portion 26 located at the upper end. The weak portion 27 can be formed in the plate portion 26 located at the lower end of the tubular portion 21, the plate portion 26 on the front side of the tubular portion 21, or the plate portion 26 on the rear side of the tubular portion 21. The weak portion 27 is not limited to a through hole, and can be formed by unevenness, notches, grooves, etc., formed by partially changing the thickness of the plate portion 26, although not shown.

The upper member 23 shown in FIG. 3 and FIG. 4 and the shock absorbing body 31 of the upper member 23 and the shock absorbing body 31 of the lower member 24 are joined together to form two cylindrical portions 21 .
The length L of at least one upper member 23 in the vehicle width direction is longer than the length in the front-rear direction H. The lower member 24 may be formed in a shape having the same front-rear length as the upper member 23. In this case, the multiple lower members 24 are lined up in the front-rear direction and joined to each other. Even in this case, the length L of at least one lower member 24 in the vehicle width direction is set to be longer than the length in the front-rear direction H.

The shock absorbing member 6 shown in Figs. 3 and 4 mainly absorbs the impact energy of a pole collision applied from the side of the vehicle body. Here, we will explain a case where the vehicle body skids and the side of the vehicle body collides with a columnar body, that is, a pole collision (hereinafter simply referred to as "pole side impact"). When an impact force is applied to the shock absorbing member 6 from the side of the vehicle body (an axial load is applied along the corner ridge), as shown in Figs. 5(A) and (B), the plate portion 26 having the weak portion 27 deforms, and a lateral force indicated by the arrow F1 is generated on the corner ridge 25, resulting in lateral deformation. In Figs. 5(A) and (B), the shape after deformation is shown by a two-dot chain line. The weak portion 27 shown in Figs. 5(A) and (B) is formed in the plate portion 26 at the upper end of the cylindrical portion 21.

After the pole side impact, the plate portion 26 having the weak portion 27 is deformed (horizontally) so that the portion having the weak portion 27 of the plate portion 26 is constricted when viewed from above. That is, the weak portion 27 triggers the plate portion 26 to deform first. Following the deformation of the plate portion 26, the corner ridge 25 connected to the plate portion 26 is deformed (vertically). If there is no lateral deformation as described above, the corner ridge 25 is subjected to an excessive load and deforms significantly, causing a part of the corner ridge 25 to crack (vertical crack), reducing the load and reducing the amount of impact energy absorption. If the weak portion 27 is formed on the front plate portion 26 or the rear plate portion 26 of the cylindrical portion 21, as shown in Figures 6(A) and (B), the front plate portion 26 or the rear plate portion 26 is deformed first after the pole side impact. Figures 6(A) and (B) show the state in which these plate portions 26 are folded forward or backward into a mountain-shaped cross section and protrude.

After the plate portion 26 and the corner ridge 25 are laterally deformed around the weak portion 27 in this way, as shown in Figures 7A and 7B, the corner ridge 25 continues to undergo vertical deformation due to the vertical force F2 caused by the pole side impact. This vertical deformation occurs at a position adjacent to the part where the above-mentioned horizontal deformation occurred on the inside in the vehicle width direction. Since there are four corner ridges 25 formed by the three plate portions 26 that constitute the tubular portion 21, each corner ridge 25 continues to undergo vertical deformation. In other words, while the plate portion 26 at at least one end portion is deformed, the corner ridge 25 starts to deform from the end portion, and multiple stages of buckling deformation are continuously performed using the entire length in the vehicle width direction, absorbing the impact energy.
Then, the corner ridges 25 of the cylindrical portion 21 are axially crushed into a bellows shape, and the impact energy of the pole side collision is absorbed by the impact absorbing member 6 .
Therefore, according to this embodiment, it is possible to provide a vehicle body side structure having an impact absorbing member that is capable of increasing the amount of impact energy absorption while adopting a structure that promotes axial collapse.

The magnitude of the shock absorbing energy was compared between the shock absorbing member 6 having the weak portion 27 according to this embodiment and a comparative shock absorbing member not provided with the weak portion 27, and the results shown in Figure 8 were obtained. Figure 8 is a graph showing the relationship between the load applied due to a side impact of a pole and the deformation amount (stroke) of the shock absorbing member. In Figure 8, the case where the weak portion 27 (hole) is not provided is shown by a wavy line, and the case where the weak portion 27 (hole) is provided is shown by a solid line. It is believed that when there is no weak portion 27 (hole), an excessive load acts on the ridge line (corner ridge 25), causing a vertical crack, which reduces the load and reduces the impact energy.

To reiterate, if the weak portion 27 (hole) is not provided, no lateral force is generated on the corner ridge 25, only vertical force, so that in the case of a pole side impact, a crack (vertical crack deformation) occurs in one axial direction (vertical direction). On the other hand, if the weak portion 27 according to this embodiment is provided, the impact force in the pole side impact is divided into lateral forces, and although the load of the vertical deformation is reduced due to the lateral deformation of the corner ridge 25, it is not reduced to the point of vertical cracking, so that the impact absorption energy (load x stroke) in the pole side impact increases.

In this embodiment, the weak part 27 (hole) is a through hole, a perfect circle, and is drilled on the center line of the plate part 26 along the center line of the tubular part in the vehicle width direction, equidistant from the front and rear corners in the vehicle length direction. This is to make the front and rear corners buckle simultaneously. The pitch of the buckling of the corners due to lateral and longitudinal deformation in the vehicle width direction can be easily adjusted by changing the diameter. This diameter is large enough to allow the spot welding gun of an automobile factory to be inserted without blocking the front and rear corners, and if a notch is formed that blocks the outer edge in the vehicle width direction, buckling can begin at an early stage of a collision. If the material is made stronger and lateral deformation is less likely to occur, the diameter can be increased or changed from a perfect circle to an ellipse or rectangle that is long in the vehicle width direction. The purpose of the weak part 27 is to trigger buckling at the beginning of a collision, and one at the end on the impact side is sufficient, but if the strength of the material, such as high-strength steel plate, becomes high and buckling becomes difficult, the buckling can be adjusted by softening the center line of the plate part 26 by heat treatment or drilling holes in the center part on the inside in the vehicle width direction from the end.

The shock absorber 31 in this embodiment is formed so that its length L in the vehicle width direction is longer than its length H in the front-rear direction, so that the length that can be axially crushed is longer, in other words, the deformation stroke is longer, and the amount of shock energy absorbed is increased.

(Explanation of upper and lower parts)
As shown in Figure 9, the upper member 23 and the lower member 24 in this embodiment each have a joining plate portion 32 which is a joint where the upper member 23 and the lower member 24 are joined to each other and serves as the above-mentioned connection portion 22, and a plurality of bent plate portions which form halves into which the tubular portion 21 is divided in the vertical direction.
The multiple bent plate portions 33 correspond to the "plate portion 26" that constitutes the tubular portion 21. The multiple bent plate portions 33 shown in Fig. 9 are arranged so as to form a protrusion having a U-shaped cross section with a corner edge. At least one of the multiple bent plate portions 33 is formed with a weak portion 27. Hereinafter, the multiple bent plate portions 33 provided on the upper member 23 and the lower member 24, i.e., the multiple bent plate portions 33 that form the halves of the tubular portion 21 divided in the vertical direction, will be simply referred to as "protrusion portion 34".
The multiple joining plate portions 32 are connected to both ends of the protruding portion 34 .

The upper member 23 and the lower member 24 are assembled by overlapping the joint plate portions 32 with the multiple bent plate portions 33 protruding in opposite directions in the vertical direction, and joining the joint plate portions 32 to each other by spot welding.
By configuring the upper member 23 and the lower member 24 in this way, it becomes easy to manufacture the shock absorber 31 by press molding, and the weak portion 27 easily deforms and becomes a trigger for axial collapse, so that a lateral force (lateral crack deformation) is easily generated. If the weak portion 27 is formed in the bent plate portion 33 which is the upper end of the upper member 23, the bent plate portion 33 having the weak portion 27 will bend as shown by the two-dot chain line in Figure 9 due to the lateral impact of the pole, and a lateral force (lateral crack deformation) will be generated.

(Explanation of weak spots consisting of holes)
The weakened portion 27 shown in Figures 1 and 2 is constituted by a circular hole which can be used to insert a spot welding gun 35 for welding a member to the impact absorbing member 6, as shown in Figure 10.
10 is a circular hole penetrating a bent plate portion 33A located at the upper end of the tubular portion 21. An accessory part 36 formed separately from the upper member 23 and the lower member 24 is joined by spot welding to the opposite side to the bent plate portion 33A, i.e., to a bent plate portion 33B located at the lower end of the tubular portion 21, at the same position in the vehicle width direction as the weak portion 27. This spot welding is performed by inserting a spot welding gun 35 from above into the weak portion 27 consisting of a through hole, and clamping the plate portion 26 at the lower end of the lower member 24 and the accessory part 36 between the spot welding gun 35 and an electrode 37.

The accessory 36 shown in FIG. 10 is a side sill fixing bracket that connects the side sill outer 8 and the lower member 24 as shown in FIG.
By adopting the configuration shown in Figure 10, the hole as the weak portion 27 can be effectively utilized to weld other members (accessory parts 36) to the tubular portion 21, which has a closed cross-sectional shape, by spot welding, so that more impact absorption energy is obtained compared to the case where a through hole solely for spot welding is formed separately from the weak portion 27.

The technique of spot welding using the through holes in the tubular portion 21 can be used to weld the collapse prevention bracket 13 to the tubular portion 21, as shown in Figure 12. That is, at least one of the multiple bent plate portions 33 that make up the tubular portion 21 (the bent plate portion 33B located at the lower end in Figure 12) has a through hole 38 formed in the center in the vehicle width direction that passes through this bent plate portion 33B.

A collapse suppression bracket 13 formed separately from the upper member 23 and the lower member 24 is joined by spot welding to the upper bent plate portion 33A located on the opposite side to the bent plate portion 33B in which the through hole 38 is formed, at the same position in the vehicle width direction as the through hole 38. This spot welding is performed by inserting a spot welding gun 35 into the through hole 38.
The collapse prevention bracket 13 connects the longitudinal center portion of the tubular portion 21 to the side sill 5 .

In this way, by connecting the tubular portion 21 to the side sill 5 with the collapse suppression bracket 13, the tubular portion 21, which is long in the pole side projection direction (the vehicle width direction from the outside of the vehicle body toward the inside of the vehicle body), can be supported so that its longitudinal direction is parallel to the pole side projection direction. This prevents the tubular portion 21 from collapsing in the process of axial collapse as shown by the two-dot chain line in Figure 12, and prevents axial collapse from occurring due to the inability to transmit the load along the corner edge.

(Explanation of the length of the joint plate and the bent plate in the front-rear direction)
As shown in Fig. 13, the length A, which is the sum of the length of the protruding portion 34 consisting of the multiple bent plate portions 33 in the front-rear direction and the length of one joint plate portion 32 in the front-rear direction, is set based on the size of a pole side impact test body 41 used in a pole side impact test. For example, a pole side impact test specified by the US NCAP (New Car Assessment Programme), which is a crash safety evaluation test program implemented in the United States, is known as a pole side impact test. This test is performed by impacting a pole with an outer diameter of 254 mm against the side of a vehicle body at a predetermined angle and speed.

In a pole side impact test, the pole side impact test specimen 41 hits a part of the side sill 5. The impact energy when the pole side impact test specimen 41 collides with the side sill 5 is absorbed by the side sill 5 in a range of 90° from the center C of the horizontal cross section of the pole side impact test specimen 41 toward the side sill 5, as shown in FIG. 14. The amount of impact energy absorption is relatively high in a part 41a of the range of angle α from the center C of the horizontal cross section of the pole side impact test specimen 41 toward the side sill 5. The impact energy applied to the side sill 5 from the impact range B of this part is approximately 70% of the total.

The portion within the range of angle α is a portion of the outer periphery that is within a range of 40° to 50° from the center C of the horizontal cross section of the pole side impact test specimen 41, and is the arc-shaped portion 41a that is closest to the side sill 5 (shock absorbing member 6). The above-mentioned length A is set to the length of this arc-shaped portion 41a of the outer periphery projected in the pole side impact direction toward the side sill 5. By setting the length in the front-to-rear direction between the protrusion portion 34 and one of the joint plate portions 32 to the above-mentioned length A in this way, it becomes possible for the majority of the collision energy to be received by the cylindrical portion 21, and the amount of impact energy absorbed by the shock absorbing member 6 can be maximized.

(Explanation of the joints between shock absorbers)
The joining plate portion 32 can be formed as shown in Fig. 15. Fig. 15 shows one upper member 23. This upper member 23 has one protrusion portion 34 consisting of a plurality of bent plate portions 33 arranged in an upwardly convex shape, and a pair of joining plate portions 32 connected to the front and rear sides of this protrusion portion 34. Hereinafter, the portion consisting of one protrusion portion 34 and two joining plate portions 32 connected to both the front and rear sides of the protrusion portion 34 will be referred to as a "hat-shaped portion" having a hat-shaped cross section.

The upper member 23 shown in FIG. 15 is configured so that it can be used as the lower member 24 by being inverted vertically.
By stacking and joining together the upper member 23 shown in Figure 15 and the lower member 24 which has the same structure as the upper member 23 but is inverted in the vertical direction, the above-mentioned tubular portion 21 is formed by the multiple bent plate portions 33, and one impact absorber 31 is formed.
The shock absorbing member 6 can be formed by lining up the shock absorbers 31 in the longitudinal direction and joining them together. That is, the shock absorbing member 6 is constructed by joining a plurality of shock absorbing bodies 31 lined up in the front-rear direction to each other. The upper member 23 constituting the shock absorbing body 31 can be formed to include at least one hat-shaped portion. Also, the lower member 24 constituting the shock absorbing member 6 can be formed to include at least one hat-shaped portion.

The two joining plate portions 32 shown in Figure 15 each have a notch 42 extending in the fore-and-aft direction and a protrusion 43 adjacent to this notch 42 in the vehicle width direction so that the two upper members 23 can be assembled in the fore-and-aft direction.
Of the two joining plate portions 32, the front joining plate portion 32 located forward of the bent plate portion 33 has a notch 42 and a protrusion 43 at its front end. The rear joining plate portion 32 located rearward of the bent plate portion 33 has a notch 42 and a protrusion 43 at its rear end. The size of the notch 42 (width in the front-rear direction and width in the vehicle width direction) is such that the protrusion 43 formed on the other upper member 23 or lower member 24 can be inserted therein.

To create two upper members 23 as shown in FIG. 15 and assemble them in the front-rear direction, as shown in FIG. 16, the protrusion 43 formed on the front joint plate portion 32 of the rear upper member 23 is inserted into the notch 42 formed on the rear joint plate portion 32 of the front upper member 23, and then assembled. Here, by assembling these two upper members 23, an upper assembly 44 is formed. FIG. 16 shows a lower assembly 45 in which two lower members 24 are assembled. By overlapping these upper assemblies 44 and lower assemblies 45 in the vertical direction and joining them together, two sets of shock absorbers 31 adjacent to each other in the front-rear direction are formed as shown in FIG. 17. The joint between these two sets of shock absorbers 31 is in a state of two sheets overlapping each other in the vertical direction.

The two sets of shock absorbers 31 are joined together by spot welding the protrusions 43 of the upper member 23 and the protrusions 43 of the lower member 24, which are indicated by the two-dot chain line in FIG. 16. The protrusions 43 of the front upper member 23 and the protrusions 43 of the rear lower member 24 are stacked vertically and these protrusions 43 are welded together by spot welding, thereby joining the two sets of shock absorbers 31 together. The joining of the front upper member 23 and the lower member 24, and the joining of the rear upper member 23 and the lower member 24 can be performed by spot welding the respective joining plate portions 32 together. In FIG. 17, the axis of the two electrodes when performing spot welding is indicated by the two-dot chain line W.

The joint between two sets of shock absorbers 31 adjacent to each other in the fore-and-aft direction is formed by inserting a protrusion 43 formed on the upper member 23 or lower member 24 of one shock absorber 31 into a notch 42 formed in the upper member 23 or lower member 24 of the other shock absorber 31, thereby forming a two-ply joint.
If the upper member 23 and the lower member 24 are formed to have one or two protruding portions 34 in order to improve productivity, the number of shock absorbers 31 required to form the shock absorbing member 6 will be increased. In this case, the thickness of the connection portion between the shock absorbers 31 may become thick, and the strength of this connection portion may be greater than that of the cylindrical portion 21. However, if the notch 42 and the protruding piece 43 are formed in the joining plate portion 32, the connection portion between the shock absorbers 31 can be made into a state of two overlapping sheets as described above, and the strength distribution difference between this connection portion and the cylindrical portion 21 is eliminated. Therefore, it is possible to prevent the axial collapse of the cylindrical portion 21 from being hindered by the connection portion. In addition, it may be possible to overlap another plate-shaped accessory (not shown) on the connection portion and sandwich spot welding with three plates.

When forming the notch 42 and the protrusion 43 in the joint plate portion 32, the notch 42 and the protrusion 43 can be formed only in one of the joint plate portions 32 in the front-rear direction, as shown in Fig. 18. In this case, the joint plate portions 32 of the upper member 23 and the lower member 24 without the notch 42 and the protrusion 43 are overlapped, and the joint plate portions 32 of the other upper member 23 and the lower member 24 having the notch 42 and the protrusion 43 are overlapped above and below these joint plate portions 32, as shown in Fig. 19. Then, spot welding is performed in the notch 42 of the overlapped joint plate portions 32. In Fig. 19, the axis of the two electrodes when performing spot welding is indicated by a two-dot chain line W.
Even in this case, the front shock absorbing body 31 and the rear shock absorbing body 31 can be joined together in a two-ply state.

When the notch 42 and the protrusion 43 are formed in the joining plate portion 32, one impact absorber 31 can be made using two upper members 23 and one lower member 24 as shown in FIG.
The front and rear upper members 23, 23 shown in Figure 20 are used in such a position that the protruding portion 34 made up of multiple bent plate portions 33 is convex downward. The two upper members 23 are combined by inserting the protruding pieces 43 into the notches 42 of the joining plate portions 32. The lower member 24 is used in such a position that the protruding portion 34 made up of multiple bent plate portions 33 is convex upward.

As shown in Fig. 21, two upper members 23 and one lower member 24 are joined by overlapping a protruding piece 43 of the upper member 23 on the upper surface of the protruding portion of the lower member 24 and spot welding the bent plate portion 33, which forms the upper surface of the protruding portion 34, and the protruding piece 43. In Fig. 21, the axis of the two electrodes when performing spot welding is indicated by a two-dot chain line W.
In the shock absorbing body 31 shown in Fig. 21, two cylindrical portions 21 are formed on both sides of the protruding portion 34 of the lower member 24. In this shock absorbing body 31, a weak portion 27 is formed in one of the bent plate portions 33 in the front-rear direction, out of the bent plate portions 33 that constitute the cylindrical portion 21. Although not shown, the weak portion 27 can also be formed in the upper and lower walls of the cylindrical portion 21, i.e., in the joining plate portion 32.

(Variation 1 of the cylindrical portion)
The cylindrical portion 21 can be formed as shown in Figures 22 to 24. In Figures 22 to 24, the same or equivalent members as those described with reference to Figures 1 to 20 are denoted by the same reference numerals, and detailed description thereof will be omitted as appropriate.
The upper member 23 and the lower member 24 of the shock absorbing body 31 shown in Figures 22 to 24 are each formed into a predetermined shape by press forming a steel plate, and have a protruding portion 34 consisting of a plurality of bent plate portions 33. The upper member 23 and the lower member 24 of this shock absorbing body 31 are each formed with three protruding portions 34.

A groove 51 is formed so as to extend in the front-rear direction at the upper end of the protruding portion 34 of the upper member 23 shown in Fig. 22, which is the end on the outer side in the vehicle width direction. This groove 51 is formed inside the vehicle body with respect to the hole that constitutes the fragile portion 27.
A groove 52 extending in the vertical direction is formed on both side portions of the protruding portion 34 of the upper member 23 shown in Fig. 23, at the ends on the outer sides in the vehicle width direction. The groove 52 is formed inside the vehicle body with respect to the hole that constitutes the fragile portion 27.
A groove 51 extending in the front-rear direction and a groove 52 extending in the up-down direction are formed in the upper end and both side ends of the protruding portion 34 of the upper member 23 shown in Fig. 24 that are on the outer side in the vehicle width direction. These grooves 51, 52 are formed inside the vehicle body with respect to the hole that constitutes the fragile portion 27.
22 to 24 are formed in the upper member 23. However, the grooves 51 and 52 may be provided in the lower member 24 instead of the upper member 23.

As shown in Figures 22 to 24, the grooves 51 and 52 are formed in the cylindrical portion 21, and the formed objects (upper member 23 and lower member 24) engage with the grooves 51 and 52 during the process of forming the upper member 23 and lower member 24 with a die by press forming. In order to increase the amount of axial crushing energy absorption, in cold pressing of high-strength steel plate exceeding 1000 MPa, springback during press forming can be suppressed by so-called shape freezing. In addition, since deformation occurs in the grooves 51 and 52 following deformation occurring near the weak portion 27 during a pole side collision, the grooves 51 and 52 act as a crush trigger, and the crushing easily progresses from the outer end of the protruding portion 34 to the inside of the vehicle body. Therefore, the protruding portion 34 is sufficiently crushed, and the amount of impact absorption energy is increased. Note that here, an example is shown in which the upper member 23 and the lower member 24 are formed by pressing a steel plate, but the upper member 23 and the lower member 24 can also be formed by pressing an aluminum alloy plate. The same effect can be achieved even if the upper member 23 and the lower member 24 are made of press-molded aluminum alloy.

(Modification 2 of the cylindrical portion)
The cylindrical portion 21 can be configured as shown in Fig. 25. In Fig. 25, the same or equivalent members as those described with reference to Figs. 1 to 24 are denoted by the same reference numerals, and detailed description thereof will be omitted as appropriate.
The cylindrical portion 21 shown in Fig. 25 is composed of a first cylindrical portion 61 and a second cylindrical portion 62 formed in a V-shape when viewed in the vehicle width direction. In the impact absorbing member 6 shown in Fig. 25, the first cylindrical portion 61 and the second cylindrical portion 62 form a hollow body unit 63, and a plurality of hollow body units 63 are arranged in the front-rear direction.

The upper ends of the first tubular portion 61 and the second tubular portion 62 constituting the hollow body unit 63 are connected to each other by an upper connecting piece 64. The lower ends of adjacent hollow body units 63 are connected to each other by a lower connecting piece 65.
That is, in this embodiment, the first cylindrical portion 61 and the second cylindrical portion 62 are formed in a V-shape when viewed from the side, in other words, the lower end is formed in a shape wider in the front-rear direction than the upper end, and these are connected by an upper connecting piece 64 to form a hollow body unit 63. Two hollow body units 63 adjacent in the front-rear direction are joined together by being connected by a lower connecting piece 65 that is offset in the vertical direction from the upper connecting piece 64 that connects the first and second cylindrical portions 61, 62.

With this configuration, as shown in Figs. 26 and 27, when a side impact load FS is applied from diagonally above the side sill 5 as viewed from the front-rear direction, the side impact load FS is transmitted from the upper end 21A of the impact side of the cylindrical portion 21 to the lower end 21B of the non-impact side as shown by the two-dot chain arrow in Fig. 26. In more detail, the side impact load FS is transmitted from the upper end 21A of the impact side to the lower end 21B of the non-impact side as shown by the two-dot chain arrow in Fig. 27. The side impact load FS input to the upper end 21A of the impact side can be received by the lower end 21B of the non-impact side, which has a relatively wide width in the front-rear direction. As a result, the first and second cylindrical portions 61, 62 are sufficiently crushed even when a load is input from diagonally above. In Fig. 26, the shape of the cylindrical portion 21 is simplified to make the explanation easier to understand.

The impact absorbing member 6 shown in Figures 25 to 27 can sufficiently increase the impact energy even in the case of a side impact load FS from diagonally above as described above, so it can be placed in the lower part of the side sill 5 as shown in Figure 26. This makes it possible to make full use of the upper space S in the side sill 5. This space S can be used to mount a member other than the impact absorbing member 6.

The impact absorbing member 6 formed by using the hollow body unit 63, the upper connecting piece 64 and the lower connecting piece 65 shown in FIG. 25 can be configured as shown in FIGS.
The impact absorbing member 6 shown in Fig. 28 is formed by arranging in the front-rear direction three pressed steel products 71 to 73 each having a hat-shaped cross section, combining them, and joining them. Each pressed steel product 71 to 73 is formed of a hat portion 74 that serves as a protrusion extending in the vehicle width direction, and a pair of flange portions 75 that protrude in the front-rear direction from both ends of the hat portion 74 in the front-rear direction.

Of the three pressed steel plate members 71 to 73, the pressed steel plate member 71 located in the center is oriented so that its cap portion 74 protrudes upward, and constitutes the lower member 24 described above.
Of the three steel plate press products 71 to 73, the front steel plate press product 72 and the rear steel plate press product 73 are positioned so that they sandwich the central steel plate press product 71 from the front and rear with their hat portions 74 convex downward, thereby constituting the upper member 23 described above.
The above-mentioned first cylindrical portion 61 is formed using a part of the hat portion 74 of the central steel press product 71 and a part of the hat portion 74 of the front steel press product 72. The second cylindrical portion 62 is formed using a part of the hat portion 74 of the central steel press product 71 and a part of the hat portion 74 of the rear steel press product 73.
By adopting this configuration, the cylindrical portion 21 can be manufactured inexpensively using a single press die.

The shock absorbing member 6 shown in FIG. 29 is different from the shock absorbing member 6 shown in FIG. 28 in the shape of the flange portion 75 of the pressed steel plate members 71 to 73, but is otherwise formed to have the same configuration.
The flange portions 75 of the steel plate pressed products 71 to 73 shown in Figure 29 each have a step portion 77 that adds a corner ridge 76 so that the opening widths of the first cylindrical portion 61 and the second cylindrical portion 62 in the vertical direction are expanded in the vertical direction.
The formation of the step 77 on the flange 75 increases the number of ridgelines formed on the first and second cylindrical portions 61, 62. The first and second cylindrical portions 62 without the step 77 have four ridgelines L1 each, as shown by the two-dot chain lines in Fig. 30. The first and second cylindrical portions 61, 62 with the step 77 have a total of six ridgelines, including the ridgeline L2 of the step 77, in addition to the four ridgelines L1, as shown in Fig. 31. Note that only the first cylindrical portion 61 is depicted in Fig. 31.
By providing a step portion 77 in this manner on the flange portion 75, the rigidity (axial force) in the axial direction (vehicle width direction) of the first and second tubular portions 61, 62 is increased, and buckling combining lateral and vertical deformation can occur even under high loads such as those caused by a pole collision, thereby increasing the amount of energy absorbed by axial collapse.

(Explanation of the support structure of the impact absorbing member)
In order to support the impact absorbing member 6 pressed inwardly into the vehicle body by a side collision load, the structures shown in Figures 32 and 33 can be adopted. In Figures 32 and 33, members that are the same as or equivalent to those explained in Figures 1 to 31 are given the same reference numerals and detailed explanations are omitted where appropriate.
The vehicle body side structure 4 shown in Figure 32 has a beam 81 that extends in the front-rear direction on the vehicle body inner side from the side sill 5. Note that in Figure 32, the shape of the tubular portion 21 is depicted in a simplified manner for ease of understanding.
The beams 81 are side frames of a battery housing 82, and are formed of hollow bodies that are long in the vehicle length direction (front-rear direction). The battery housing 82 contains a plurality of batteries (not shown) that supply power to a traveling motor (not shown), and is fixed to the body frame 1 below the body floor 83 (below the body floor). The body floor 83 separates the space in which passengers (not shown) sit from the outside of the vehicle below.

A partition wall 84 is provided in the vertical center of the beam 81, extending in the vehicle width direction and dividing the interior of the beam 81 in the vertical direction.
33, the partition wall 84 extends linearly in the front-rear direction from the front end to the rear end of the beam 81, and is positioned between the lower and upper ends of the multiple tubular portions 21 of the impact absorbing member 6 when viewed from the side of the vehicle body. The partition wall 84 shown in FIG. 33 is positioned at the same height as the center of the tubular portions 21 in the up-down direction.

By adopting this configuration, as shown in Figure 34, the impact applied to the impact absorbing member 6 during a pole collision can be received by the beam 81 of the battery housing 82 fixed to the vehicle body frame 1, and the tubular portion 21 is reliably crushed. Figure 34 shows an example of a pole side impact test specimen 41 colliding. Also in Figure 34, the impact force during a pole collision is indicated by a hollow arrow, the crushed portion of the tubular portion 21 (the buckled portion of the corner edge) is indicated by the symbol 85, and the crushed portion of the side sill 5 is indicated by the symbol 86.

A pole collision with the side of the vehicle body can occur at any position in the fore-aft direction, but since all of the multiple cylindrical sections 21 arranged at a predetermined interval in the fore-aft direction (the interval between the cylindrical section and the connecting piece that is adjusted to the pole collision body) are supported by the beam 81 having the partition wall 84, the beam 81 can bear the collision load regardless of the collision point. Therefore, by adopting this embodiment, the support strength and support rigidity of the impact absorbing member 6 are increased, axial crushing is ensured to occur in the cylindrical sections 21, and the amount of energy absorbed in the pole collision is further increased.

The beam 81 that receives the side impact load applied to the impact absorbing member 6 can be configured as shown in Fig. 35. In Fig. 35, the shapes of the cylindrical portion 21 and the side sill 5 are illustrated in a simplified state.
The beam 81 shown in Fig. 35 is formed by a roll forming method (or may be a metal extrusion molding). The outer corner 81a of the beam 81 in the vehicle width direction is curved so as to have an arc-shaped cross section. The partition wall 84 of the beam 81 abuts against the outer vertical wall 81b of the beam 81 in the vehicle width direction, and is welded to the vertical wall 81b by laser welding from the outside in the abutting state.

By forming the beam 81 as shown in Fig. 35, a side impact load FS applied to the impacted surface (the end surface on the outer side in the vehicle width direction) of the beam 81 travels along the curved corner 81a, as shown by the two-dot chain arrow in Fig. 35, and reaches the upper or lower surface of the beam 81. As a result, the rigidity of the impacted surface is increased. Moreover, since the impacted surface is supported by the partition wall 84 inside the beam 81, the bending strength is increased, and further the supporting strength and supporting rigidity of the tubular portion 21 are increased, and the amount of impact absorption energy is increased.
35, the magnitude of the side impact load that can be borne by the beam 81 can be changed by changing the radius of curvature of the curved corner 81a. Therefore, by adopting this embodiment, the degree of freedom in designing the support structure of the impact absorbing member 6 is increased.

The structure for supporting the battery housing 82 can be configured as shown in Figure 36. In Figure 36, members that are the same as or equivalent to those described with reference to Figures 1 to 35 are given the same reference numerals and detailed descriptions thereof will be omitted as appropriate.
The vehicle body side structure 4 shown in Fig. 32 includes a strength member 91 such as a cross member provided on the floor of the vehicle body shown in Fig. 36. Although not shown in detail, this strength member 91 is fixed to the side sill 5 and may include a vehicle body floor frame, etc.

The battery housing 82 has reinforcing members 92 aligned in the vehicle width direction with the side beams 81, which are a type of vertical frame, and extending in the vehicle width direction. The reinforcing members 92 are positioned at approximately the same height as the beams 81, and extend in the vehicle width direction from the beams 81 located at one end of the battery housing 82 in the vehicle width direction to the beams 81 located at the other end, as shown in Figure 37. The reinforcing members 92 are provided at a plurality of positions aligned at predetermined intervals in the front-rear direction.
The beam 81 is fixed to the lower part of the side sill 5 via a fixing portion 93. The beam 81 is also fixed to a strength member 91 via a reinforcing member 92 and a connecting member 94.

By adopting this configuration, the support strength and support rigidity of the cylindrical portion 21 against a side impact load are further increased. Therefore, even in the case of a large load such as a pole collision, the cylindrical portion 21 can be supported by the beam 81 that is securely fixed to the body frame 1, so that axial collapse can occur sufficiently in the impact absorbing member 6.

(Variation 3 of the cylindrical portion)
The cylindrical portion 21 can be configured as shown in Figures 38 and 39. In Figures 38 and 39, members that are the same as or equivalent to those described with reference to Figures 1 to 37 are given the same reference numerals and detailed description thereof will be omitted as appropriate.
The cylindrical portion 21 shown in Fig. 38, i.e., the opening side end of the first cylindrical portion 61 and the second cylindrical portion 62, is provided with a fixing member 101 that protrudes outward from a closed cross section that is polygonal when viewed from the side. The fixing member 101 shown in Fig. 38 has an L-shaped cross section, and is provided by welding or integrally forming one end of the fixing member 101 to the outer end of the vehicle width direction of the bent plate portion 33 extending in the vertical direction. The fixing member 101 can also be provided at the inner end of the cylindrical portion 21 in the vehicle width direction. The other end of the fixing member 101 is overlapped with the vertically extending wall of the side sill outer 8 or the side sill inner 7 in a vertically extending state, and is welded by spot welding.

This configuration makes it easy to perform sandwich spot welding between the side sill outer 8 or side sill inner 7 and the fixing member 101. When performing this spot welding, one side of the side sill outer 8 or side sill inner 7 and the cylindrical portion 21 in the vehicle width direction is open, so that the spot welding gun can be easily inserted into the cylindrical portion 21.

(Variation 4 of the cylindrical portion)
The cylindrical portion 21 can be configured as shown in Figures 40(A), (B) and 42. In Figures 40(A), (B) to 42, the same or equivalent members as those explained in Figures 1 to 37 are given the same reference numerals and detailed explanations are omitted as appropriate. Figure 40(A) is a perspective view of a pressed steel plate having a weak portion, and Figure 40(B) is a perspective view of a portion of the impact absorbing member. Figure 41(A) is a perspective view showing a state in which a pole collision load acts on the corner edge 76 on the shallow recess side of the impact absorbing member shown in Figure 29, Figure 41(B) is a schematic diagram for explaining the phenomenon in which a portion of the flange on the shallow recess side is turned up, and Figure 41(C) is a schematic diagram for explaining a state in which the recess buckles.

The steel plate pressed product 111 shown in FIG. 40(A) is formed to have a hat-shaped cross section by press-molding a steel plate using a mold (not shown). That is, this steel plate pressed product 111 has a brim portion 113 on each side of the hat portion 112. In this steel plate pressed product 111, the top portion 112A of the hat portion 112 is formed longer in the front-rear direction compared to the steel plate pressed products 71 to 73 shown in FIG. 29. A recessed portion 114 is formed in the center of the top portion 112A in the front-rear direction, such that a part of the top portion 112A is recessed toward the inside of the hat portion 112. A weak portion 27 consisting of a through hole is formed at the front and rear portions of the top portion 112A that sandwich the recessed portion 114. By forming the recessed portion 114 in this way in the top portion 112A of the hat portion 112, step portions 77 are formed at two locations on the top portion 112A, and four corner edges 76 are formed. As a result, six corner edges 76 are formed on one hat portion 112.

To form an impact absorbing member having the first and second cylindrical portions 61, 62 using this steel plate pressed product 111, two steel plate pressed products that have the same shape as this steel plate pressed product 111 but do not have the fragile portion 27 are created and then stacked and joined in a vertically inverted position as shown in FIG. 40(B). For convenience, the steel plate pressed product having the fragile portion 27 is referred to as the upper steel plate pressed product 111A, and the steel plate pressed product not having the fragile portion 27 is referred to as the lower steel plate pressed product 111B. The upper steel plate pressed product 111A shown in FIG. 40(B) is used in a position where the hat portion 112 is convex upward, and the lower steel plate pressed product 111B is used in a position where the hat portion 112 is convex downward.

The rear flange 113 of the lower steel press product 111B located at the front and the front flange 113 of the lower steel press product 111B located at the rear are overlapped from below on the recessed portion 114 of the upper steel press product 111A. The rear flange 113 of the upper steel press product 111A located at the front and the front flange 113 of the upper steel press product 111A located at the rear are overlapped on the recessed portion 114 of the lower steel press product 111B. Spot welding is performed at these overlapping portions to join the upper steel press product 111A and the lower steel press product 111B, forming the shock absorbing member 6.

40(B), a flange 113 of a pressed steel plate arranged in front and rear on the top and bottom opposite sides is placed on the back surface of the recess 114 (the inner surface of the hat portion 112). The depth H1 of the recess 114 is shallower than the height H2 of the hat portion 112 relative to the flange 113. In other words, H1<H2.
The recess 114 of the upper steel plate pressed product 111A is a portion that constitutes the upper connecting piece 64 that connects the upper ends of the first tubular portion 61 and the second tubular portion 62. The recess 114 of the lower steel plate pressed product 111B is a portion that constitutes the lower connecting piece 65 that connects the lower ends of the first tubular portion 61 and the second tubular portion 62.
40(B), the flanges 113 are joined to the back surface of the recessed portion 114, in other words, to the inside of the hat portion 112. Hereinafter, the upper connection piece 64 and the lower connection piece 65, whose flanges 113 are joined to the inside of the hat portion 112, will be simply referred to as "inner-connection type connection piece 115."

The shock absorbing member 6 shown in FIG. 40(B) has higher shock energy absorption performance than the shock absorbing member 6 shown in FIG. 29 described above. The reason for this is as follows. In the shock absorbing member 6 shown in FIG. 29, as shown in FIG. 41(A), the upper connection piece 64 and the lower connection piece 65 correspond to the above-mentioned recessed portion. The upper connection piece 64 and the lower connection piece 65 shown in FIG. 41(A) have the brim portion 75 joined to the outside of the hat portion 74. In the following, the upper connection piece 64 and the lower connection piece 65 with the brim portion 75 joined to the outside of the hat portion 74 are simply referred to as the "outer connection type connection piece 116".

In the shock absorbing member 6 shown in Fig. 40(B) and the shock absorbing member 6 shown in Fig. 29 {see Fig. 41(A)}, the depth H1 of the recess is shallower than the height H2 of the hat portion relative to the brim (H1<H2), so when part of the load of a pole collision acts on the corner edge 76 on the shallower side of the recess, as shown by the arrow F in the figure, this load F acts directly on the recess. In the shock absorbing member 6 shown in Fig. 41(A), this load F acts on the outer connection type connecting piece 116, and in the shock absorbing member 6 shown in Fig. 40(B), it acts on the inner connection type connecting piece 115.

When the load F acts on the outer connection type connection piece 116, as shown in FIG. 41(B), the flange portion 75 is turned up toward the front side of the recessed portion starting from the spot welded portion W. It has been found that when a part of the flange portion 75 is turned up in this way, the amount of impact energy absorption is reduced. On the other hand, when a part of the load of the pole collision acts on one corner edge 76R adjacent to the inner connection type connection piece 115 (recessed portion 114) shown in FIG. 40(B) as shown by the arrow F in the figure, this corner edge 76R is connected to the other corner edge 76L via the recessed portion 114, so a reaction force shown by the arrow FH in the figure is generated on the other corner edge 76L. The generation of the reaction force FH in this way suppresses the turning up of the recessed portion 114, and the recessed portion 114 buckles as shown in FIG. 41(C). For this reason, the impact absorbing member 6 using the inner connection type connection piece 115 has high impact energy absorption performance. Therefore, it may be possible to pass the pole collision test without setting the weak part 27.

The pressed steel product 121 of the impact absorbing member 6 shown in Fig. 42 is formed to have a hat-shaped cross section by press-forming a steel plate with a die (not shown). This pressed steel product 121 has brim portions 123 on both sides of a hat portion 122. In this pressed steel product 121, a top portion 122A of the hat portion 122 is formed longer in the front-rear direction compared to the pressed steel products 71 to 73 shown in Fig. 29.
The top 121A of the hat part 122 shown in Fig. 42 is formed flat. A weak part 27 consisting of a through hole is formed at each of both ends in the front-rear direction of the hat part 122. Note that there are cases where the pole collision test can be cleared even without providing the weak part 27.

To form the shock absorbing member 6 using the steel plate pressed product 121 shown in Figure 42, another steel plate pressed product with the same shape as the steel plate pressed product 121 but without the weak portion 27 is created, and these two are stacked and joined in a vertically inverted position. For convenience, the steel plate pressed product with the weak portion 27 is referred to as the upper steel plate pressed product 121A, and the steel plate pressed product without the weak portion 27 is referred to as the lower steel plate pressed product 121B. The shock absorbing member 6 shown in Figure 42 is formed by stacking the rear flange 123 of the lower steel plate pressed product 121B and the front flange 123 of the rear steel plate pressed product 121B on the back surface of the top 122A of the hat portion 122 of the upper steel plate pressed product 121A. Additionally, the rear flange 123 of the front steel plate press part 121A and the front flange 123 of the rear steel plate press part 121B are overlapped on the back surface of the top 122A of the hat part 122 of the lower steel plate press part 121B. The impact absorbing member 6 is formed by spot welding these overlapping parts.

The upper connection piece 64 that connects the upper ends of the first tubular portion 61 and the second tubular portion 62 of the shock absorbing member 6 shown in FIG. 42, and the lower connection piece 65 that connects the lower ends of the first tubular portion 61 and the second tubular portion 62 are "inner connection type connection pieces 115" in which the brim portion 133 is joined to the inside of the hat portion 122. Therefore, compared to the shock absorbing member 6 shown in FIG. 28 in which the upper connection piece 64 and the lower connection piece 65 are "outer connection type connection pieces," the shock absorbing member 6 shown in FIG. 42 has high shock energy absorption performance.

In each of the above-described embodiments, an example has been shown in which the fragile portion 27 is provided in either the upper member 23 or the lower member 24. However, the fragile portion 27 can also be provided in both the upper member 23 and the lower member 24. In this way, by providing the fragile portion 27 in the upper member 23 and the lower member 24 corresponding to the upper member 23, it is possible to press the upper member 23 and the lower member 24 using the same die, thereby increasing productivity.

Furthermore, by adopting through holes as the configuration of the weak portions 27 as shown in the above-described embodiment, the weight can be reduced by providing a large number of weak portions 27, and the impact energy absorption mode can be appropriately changed by combining the number and positions of the through holes.
In the case of an impact absorbing member employing the inner connection type connecting piece 115, it may be possible to pass a pole collision test without providing the weak parts 27, but by changing conditions such as the number and position of the weak parts 27, it becomes possible to reliably absorb the impact energy of a pole collision. In addition, the weak parts 27 may be set at the top (peak) of the hat part of the impact absorbing body as shown in the above embodiment, or may be formed at the side of the hat part connected to the brim. In this case, however, since the side of the hat part has a higher impact energy absorption performance than the top part, it is preferable to form the weak parts 27 at the top part.

1...Vehicle body frame, 4...Vehicle side structure, 5...Side sill, 6...Impact absorbing member, 13...Collapse prevention bracket, 21...Cylindrical portion, 22...Connection portion, 23...Upper member, 24...Lower member, 25...Edge, 26...Plate, 27...Weak portion, 31...Impact absorbing body, 32...Joining plate portion, 33...Bent plate portion, 36...Accessory part, 38...Through hole, 41...Pole side impact test specimen, 42...Notch, 43...Projection piece, 51, 52...Groove, 61...First cylinder shaped portion, 62...second cylindrical portion, 63...hollow body unit, 64...upper connection piece, 65...lower connection piece, 71-73...steel plate press parts, 74...cap portion, 75...brim portion, 77...step portion, 81...beam, 81a...corner portion, 81b...vertical wall, 82...battery housing, 84...partition wall, 91...strength member, 92...reinforcing member, 101...fixing member, 114...recessed portion, 115...internal connection type connection piece, 116...external connection type connection piece.

Claims (16)

A vertical frame provided on a side of the vehicle body so as to extend in a front-rear direction of the vehicle body;
a shock absorbing member facing the vertical frame in a vehicle width direction;
The impact absorbing member has a cylindrical portion formed in a cylindrical shape extending in the vehicle width direction,
The cylindrical portion is formed into a polygonal cylindrical cross-sectional shape by a plurality of corners extending in the vehicle width direction and a plurality of plate portions adjacent to each other via the corners,
At least one of the plate portions has a weak portion at an outer end portion in the vehicle width direction, the weak portion having a partially reduced rigidity .
the cylindrical portion is formed by an upper member and a lower member joined to each other in a vertically overlapping state, and is provided at positions aligned at a predetermined interval in the front-rear direction,
A length in a vehicle width direction of at least one of the upper members or the lower members is longer than a length in the front-rear direction,
The upper member and the lower member each have a joint plate portion that serves as a joint where the upper member and the lower member are joined to each other, and a plurality of bent plate portions that serve as halves obtained by dividing the tubular portion in the up-down direction,
The bent plate portion has the weak portion formed therein except for the corner edge,
The weak portion is a hole penetrating the bent plate portion,
A vehicle body side structure having an impact absorbing member, characterized in that an accessory part formed separately from the upper member and the lower member is joined to the bent plate portion of the tubular portion located on the opposite side to the bent plate portion in which the weak portion is formed, at the same position in the vehicle width direction as the weak portion. A vertical frame provided on a side of the vehicle body so as to extend in a front-rear direction of the vehicle body;
a shock absorbing member facing the vertical frame in a vehicle width direction;
The impact absorbing member has a cylindrical portion formed in a cylindrical shape extending in the vehicle width direction,
The cylindrical portion is formed into a polygonal cylindrical cross-sectional shape by a plurality of corners extending in the vehicle width direction and a plurality of plate portions adjacent to each other via the corners,
At least one of the plate portions has a weak portion at an outer end portion in the vehicle width direction, the weak portion having a partially reduced rigidity.
the cylindrical portion is formed by an upper member and a lower member joined to each other in a vertically overlapping state, and is provided at positions aligned at a predetermined interval in the front-rear direction,
A length in a vehicle width direction of at least one of the upper members or the lower members is longer than a length in the front-rear direction,
The upper member and the lower member each have a joint plate portion that serves as a joint where the upper member and the lower member are joined to each other, and a plurality of bent plate portions that serve as halves obtained by dividing the tubular portion in the up-down direction,
The bent plate portion has the weak portion formed therein except for the corner edge,
At least one of the plurality of bent plate portions has a through hole formed in a center portion in a vehicle width direction, the through hole penetrating the bent plate portion,
a bending plate portion of the tubular portion located on the opposite side to the bending plate portion in which the through hole is formed, the bending plate portion being joined at the same position as the through hole in the vehicle width direction as a fall-suppression bracket formed separately from the upper member and the lower member;
A vehicle body side structure having an impact absorbing member, characterized in that the collapse prevention bracket connects the longitudinal center portion of the tubular portion to the vertical frame .
A vertical frame provided on a side of the vehicle body so as to extend in a front-rear direction of the vehicle body;
a shock absorbing member facing the vertical frame in a vehicle width direction;
The impact absorbing member has a cylindrical portion formed in a cylindrical shape extending in the vehicle width direction,
The cylindrical portion is formed into a polygonal cylindrical cross-sectional shape by a plurality of corners extending in the vehicle width direction and a plurality of plate portions adjacent to each other via the corners,
At least one of the plate portions has a weak portion at an outer end portion in the vehicle width direction, the weak portion having a partially reduced rigidity .
the cylindrical portion is formed by an upper member and a lower member joined to each other in a vertically overlapping state, and is provided at positions aligned at a predetermined interval in the front-rear direction,
A length in a vehicle width direction of at least one of the upper members or the lower members is longer than a length in the front-rear direction,
The upper member and the lower member each have a joint plate portion that serves as a joint where the upper member and the lower member are joined to each other, and a plurality of bent plate portions that serve as halves obtained by dividing the tubular portion in the up-down direction,
The bent plate portion has the weak portion formed therein except for the corner edge,
The sum of the length of the plurality of bent plate portions in the front-rear direction and the length of one of the joining plate portions in the front-rear direction is
A vehicle body side structure having an impact absorbing member, characterized in that the impact absorbing member is a part of the outer circumference within a range of 40° to 50° from the center of a horizontal cross section of a pole impact object used in a pole side impact test, and is less than the length of a part of the arc shape closest to the impact absorbing member projected in the pole side impact direction. A vertical frame provided on a side of the vehicle body so as to extend in a front-rear direction of the vehicle body;
a shock absorbing member facing the vertical frame in a vehicle width direction;
The impact absorbing member has a cylindrical portion formed in a cylindrical shape extending in the vehicle width direction,
The cylindrical portion is formed into a polygonal cylindrical cross-sectional shape by a plurality of corners extending in the vehicle width direction and a plurality of plate portions adjacent to each other via the corners,
At least one of the plate portions has a weak portion at an outer end portion in the vehicle width direction, the weak portion having a partially reduced rigidity .
the cylindrical portion is formed by an upper member and a lower member joined to each other in a vertically overlapping state, and is provided at positions aligned at a predetermined interval in the front-rear direction,
A length in a vehicle width direction of at least one of the upper members or the lower members is longer than a length in the front-rear direction,
The upper member and the lower member each have a joint plate portion that serves as a joint where the upper member and the lower member are joined to each other, and a plurality of bent plate portions that serve as halves obtained by dividing the tubular portion in the up-down direction,
The bent plate portion has the weak portion formed therein except for the corner edge,
The shock absorbing member is configured by joining together a plurality of shock absorbing bodies arranged in the front-rear direction,
The upper member constituting the impact absorbing body has at least one hat-shaped portion having a hat-shaped cross section in which a joining plate portion is connected to both front and rear sides of the plurality of bent plate portions arranged in an upwardly convex shape,
The lower member constituting the impact absorbing body has at least one hat-shaped portion having a hat-shaped cross section in which a joining plate portion is connected to both front and rear sides of the plurality of bent plate portions arranged in a downwardly convex shape,
A notch extending in the front-rear direction and a protruding piece adjacent to the notch in the vehicle width direction are formed at the front-rear direction end of the joining plate portion provided on the upper member and the lower member of the impact absorbing body,
A vehicle body side structure having an impact absorbing member, characterized in that the joint between two sets of impact absorbers adjacent to each other in the fore-and-aft direction is formed in a two-ply state by inserting the protrusion formed on the upper member or the lower member of one impact absorber into the notch formed on the upper member or the lower member of the other impact absorber and combining them. A vertical frame provided on a side of the vehicle body so as to extend in a front-rear direction of the vehicle body;
a shock absorbing member facing the vertical frame in a vehicle width direction;
The impact absorbing member has a cylindrical portion formed in a cylindrical shape extending in the vehicle width direction,
The cylindrical portion is formed into a polygonal cylindrical cross-sectional shape by a plurality of corners extending in the vehicle width direction and a plurality of plate portions adjacent to each other via the corners,
At least one of the plate portions has a weak portion at an outer end portion in the vehicle width direction, the weak portion having a partially reduced rigidity .
the cylindrical portion is formed by an upper member and a lower member joined to each other in a vertically overlapping state, and is provided at positions aligned at a predetermined interval in the front-rear direction,
A length in a vehicle width direction of at least one of the upper members or the lower members is longer than a length in the front-rear direction,
The upper member and the lower member each have a joint plate portion that serves as a joint where the upper member and the lower member are joined to each other, and a plurality of bent plate portions that serve as halves obtained by dividing the tubular portion in the up-down direction,
The bent plate portion has the weak portion formed therein except for the corner edge,
The plurality of bent plate portions of the upper member and the plurality of bent plate portions of the lower member are each formed into a shape that forms a protrusion extending in a vehicle width direction,
A vehicle body side structure having an impact absorbing member, characterized in that at least one of a groove extending in the fore-and-aft direction and a groove extending in the up-and-down direction is formed at the vehicle width outer end of the portion of the upper member or the lower member that becomes the protrusion. A vertical frame provided on a side of the vehicle body so as to extend in a front-rear direction of the vehicle body;
a shock absorbing member facing the vertical frame in a vehicle width direction;
The impact absorbing member has a cylindrical portion formed in a cylindrical shape extending in the vehicle width direction,
The cylindrical portion is formed into a polygonal cylindrical cross-sectional shape by a plurality of corners extending in the vehicle width direction and a plurality of plate portions adjacent to each other via the corners,
At least one of the plate portions has a weak portion at an outer end portion in the vehicle width direction, the weak portion having a partially reduced rigidity.
The cylindrical portion is composed of a first cylindrical portion and a second cylindrical portion formed to have a V-shape when viewed from a vehicle width direction,
a plurality of hollow body units, each of which includes the first cylindrical portion and the second cylindrical portion, are arranged in the front-rear direction;
upper ends of the first cylindrical portion and the second cylindrical portion constituting the hollow body unit are connected to each other by an upper connecting piece,
13. A vehicle body side structure having an impact absorbing member, wherein adjacent hollow body units have lower ends connected to each other by lower connecting pieces. 7. A vehicle body side structure having an impact absorbing member according to claim 6 ,
the hollow body unit and the upper and lower connection pieces are formed by arranging, combining, and joining in the front-rear direction three pressed steel products each having a hat-shaped cross section, the hat portion having a mountain-shaped cross section and brim portions on both sides;
Among the three steel plate pressed products, the steel plate pressed product located at the center is oriented such that the cap portion is convex upward,
Among the three steel plate pressed products, the front steel plate pressed product and the rear steel plate pressed product are disposed so as to sandwich the central steel plate pressed product from the front side and the rear side with the cap portion being in a downwardly convex position,
the first cylindrical portion is configured using a part of the hat portion of the central steel plate press product and a part of the hat portion of the front steel plate press product,
a second cylindrical portion formed using a portion of the hat portion of the central steel plate pressed product and a portion of the hat portion of the rear steel plate pressed product. 8. The vehicle body side structure having the impact absorbing member according to claim 7 ,
A vehicle body side structure having an impact absorbing member, characterized in that the flange portions of the three steel plate pressed products each have a step portion with a corner edge so that the opening widths in the vertical direction of the first cylindrical portion and the second cylindrical portion increase in the vertical direction. A vertical frame provided on a side of the vehicle body so as to extend in a front-rear direction of the vehicle body;
a shock absorbing member facing the vertical frame in a vehicle width direction;
The impact absorbing member has a cylindrical portion formed in a cylindrical shape extending in the vehicle width direction,
The cylindrical portion is formed into a polygonal cylindrical cross-sectional shape by a plurality of corners extending in the vehicle width direction and a plurality of plate portions adjacent to each other via the corners,
At least one of the plate portions has a weak portion at an outer end portion in the vehicle width direction, the weak portion having a partially reduced rigidity.
The cylindrical portion is composed of a first cylindrical portion and a second cylindrical portion,
a plurality of hollow body units, each of which includes the first cylindrical portion and the second cylindrical portion, are arranged in the front-rear direction;
the first cylindrical portion and the second cylindrical portion constituting the hollow body unit are connected to each other by an inner connection type connecting piece,
The adjacent hollow body units are connected to each other by inner connection type connecting pieces,
the hollow body unit and the inner-connection-type connection piece are formed by arranging, combining, and joining in the front-rear direction, three pressed steel products each having a hat-shaped cross section, the hat section having a mountain-shaped cross section with an inwardly recessed recess and brim sections on both sides;
Among the three steel plate pressed products, the steel plate pressed product located at the center is oriented such that the cap portion is convex upward,
Among the three steel plate pressed products, the front steel plate pressed product and the rear steel plate pressed product are disposed so as to sandwich the central steel plate pressed product from the front side and the rear side with the cap portion being in a downwardly convex position,
the first cylindrical portion is configured using a part of the hat portion of the central steel plate press product and a part of the hat portion of the front steel plate press product,
the second cylindrical portion is configured using a part of the hat portion of the central steel plate press product and a part of the hat portion of the rear steel plate press product,
The three steel plate pressed products each have a top portion of the hat portion, the top portion being formed at a central portion in the front-rear direction, the recessed portion being recessed toward the inside of the hat portion,
A vehicle body side structure having an impact absorbing member, characterized in that the inner-connection type connecting piece is formed by joining a flange portion of another steel plate pressed product to the back side of the recess. A vertical frame provided on a side of the vehicle body so as to extend in a front-rear direction of the vehicle body;
a shock absorbing member facing the vertical frame in a vehicle width direction;
The impact absorbing member has a cylindrical portion formed in a cylindrical shape extending in the vehicle width direction,
The cylindrical portion is formed into a polygonal cylindrical cross-sectional shape by a plurality of corners extending in the vehicle width direction and a plurality of plate portions adjacent to each other via the corners,
At least one of the plate portions has a weak portion at an outer end portion in the vehicle width direction, the weak portion having a partially reduced rigidity.
The vertical frame is a side sill inner,
Further, a beam is provided extending in the front-rear direction on the vehicle body inner side from the side sill inner,
The beam is a side frame of a battery housing fixed under a vehicle floor and is formed of a hollow body;
A partition wall is provided at the center of the side frame in the vertical direction, the partition wall extending in the vehicle width direction and dividing the side frame in the vertical direction,
The cylindrical portions are provided at positions spaced apart from each other in the front-rear direction,
A vehicle body side structure having an impact absorbing member, characterized in that the partition wall is positioned between the lower ends and upper ends of the multiple cylindrical portions when viewed from the side of the vehicle body. The vehicle body side structure having the impact absorbing member according to claim 10 ,
The outer corners of the side frames in the vehicle width direction are curved to have an arc-shaped cross section,
A vehicle body side structure having an impact absorbing member, wherein the partition wall abuts against an outer wall of the side frame in the vehicle width direction. The vehicle body side structure having the impact absorbing member according to claim 10 ,
The vehicle further includes a strength member including a vehicle body floor frame and a floor cross member provided on a lower portion of the vehicle body,
the battery housing has a reinforcing member aligned with the side frame in a vehicle width direction and extending in the vehicle width direction,
A vehicle body side structure having an impact absorbing member, characterized in that the side frame is fixed to the lower part of the side sill inner via a fixing portion and is fixed to the strength member via the reinforcing member. 7. A vehicle body side structure having an impact absorbing member according to claim 6 ,
A vehicle body side structure having an impact absorbing member, characterized in that a fixing member protruding toward the outside of the polygonal closed cross-section is provided at the open end of the tubular portion. A vertical frame provided on a side of the vehicle body so as to extend in a front-rear direction of the vehicle body;
a shock absorbing member facing the vertical frame in a vehicle width direction;
The impact absorbing member has a cylindrical portion formed in a cylindrical shape extending in the vehicle width direction,
The cylindrical portion is formed by combining an upper member and a lower member each having a hat-shaped cross section, the upper member having a hat portion with a cross-sectional angle and brim portions on both sides,
The upper member is used in a position in which the hat portion is convex downward,
The lower member is used in a position in which the hat portion is convex upward,
The hat portion of the upper member and the hat portion of the lower member are aligned in the front-rear direction,
the hat portion of the upper member is joined to one of the brim portions of the lower member, and the hat portion of the lower member is joined to one of the brim portions of the upper member, so that the tubular portion is formed using a part of the hat portion of the upper member and a part of the hat portion of the lower member;
A vehicle body side structure having an impact absorbing member, characterized in that a weak portion having partially reduced rigidity is formed at an outer end portion of the tubular portion in the vehicle width direction. 15. A vehicle body side structure having an impact absorbing member according to claim 14,
The cylindrical portion is composed of a first cylindrical portion and a second cylindrical portion,
the first cylindrical portion and the second cylindrical portion are formed by arranging, combining, and joining three pressed steel products each having a hat-shaped cross section, the hat portion having a mountain-shaped cross section and brim portions on both sides, in the front-rear direction;
A vehicle body side structure having an impact absorbing member, characterized in that the flange portions of the three steel plate pressed products each have a step portion with a corner edge so that the opening widths in the vertical direction of the first cylindrical portion and the second cylindrical portion increase in the vertical direction. A vertical frame provided on a side of the vehicle body so as to extend in a front-rear direction of the vehicle body;
a shock absorbing member facing the vertical frame in a vehicle width direction;
The impact absorbing member has a cylindrical portion formed in a cylindrical shape extending in the vehicle width direction,
the cylindrical portion is formed by combining an upper member and a lower member each having a hat-shaped cross section, the hat portion having a mountain-shaped cross section with an inwardly recessed portion formed therein and brim portions on both sides;
The upper member is used in a position in which the hat portion is convex upward,
The lower member is used in a position in which the hat portion is convex downward,
The hat portion of the upper member and the hat portion of the lower member are aligned in the front-rear direction,
the recessed portion of the upper member is joined to one of the flange portions of the lower member, and the recessed portion of the lower member is joined to one of the flange portions of the upper member, so that the cylindrical portion is formed using a part of the hat portion of the upper member and a part of the hat portion of the lower member;
A vehicle body side structure having an impact absorbing member, characterized in that a weak portion having partially reduced rigidity is formed at an outer end portion of the tubular portion in the vehicle width direction.

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