Patent Description:
In the related art, an automotive vehicle such as a sedan type or a wagon type has been known which includes a roof side rail forming a part of a frame of a vehicle body. In addition, examples of the automotive vehicle include an automotive vehicle further including a reinforcement member that reinforces a roof side rail (refer to, for example, PTL <NUM>). In PTL <NUM>, a pipe-shaped reinforcement member illustrated in <FIG> of PTL <NUM> and a reinforcement member illustrated in <FIG> of PTL <NUM> are disclosed as the reinforcement member.

[PTL <NUM>] <CIT> <CIT>) discloses the preamble of claim <NUM>.

The pipe-shaped reinforcement member that is the former reinforcement member is configured as one hollow member having a ring-shaped cross-sectional shape. For example, when an automotive vehicle receives an impact from the side, such a hollow member is easily bent together with the roof side rail, which is a concern.

In addition, the latter reinforcement member is configured as a hollow member formed in a tubular shape by joining two plate-shaped members. Since such a hollow member is formed by joining the two plate-shaped members, the reinforcement strength of such a hollow member is more decreased than the one hollow member.

As described above, both the reinforcement members are insufficient to reinforce the roof side rail.

An object of the present invention is to provide a vehicle body structure, a reinforcement member, and a reinforcement member manufacturing method capable of sufficiently reinforcing a roof side rail, with a simple configuration.

According to one aspect of the present invention, there is provided a vehicle body structure including: a roof side rail member used as one of support members of a vehicle body; and a reinforcement member disposed along a longitudinal direction of the roof side rail member to reinforce the roof side rail member. The reinforcement member is a processed product formed by shaping a tubular body, and includes a flange portion that protrudes on an outer peripheral portion and that is formed in the longitudinal direction of the roof side rail member. The flange portion is joined to the roof side rail member at a location other than locations where the roof side rail member is joined to other members different from the reinforcement member.

In addition, according to one aspect of the present invention, there is provided a vehicle body structure including: a roof side rail member used as one of support members of a vehicle body; and a reinforcement member disposed along a longitudinal direction of the roof side rail member to reinforce the roof side rail member. The reinforcement member is a processed product formed by shaping a tubular body, and includes a flange portion that protrudes on an outer peripheral portion and that is formed in the longitudinal direction of the roof side rail member. The flange portion is joined to the roof side rail member.

According to one aspect of the present invention, there is provided a reinforcement member that is disposed along a longitudinal direction of a roof side rail member used as one of support members of a vehicle body, to reinforce the roof side rail member. The reinforcement member is a processed product formed by shaping a tubular body, and includes a flange portion that protrudes on an outer peripheral portion and that is formed in the longitudinal direction of the roof side rail member. The flange portion is joined to the roof side rail member at a location other than locations where the roof side rail member is joined to other members different from the reinforcement member.

According to one aspect of the present invention, there is provided a method for manufacturing the reinforcement member of the present invention, the method including shaping a tubular body having a circular cross-sectional shape and serving as a base material of the reinforcement member by applying a force to the tubular body from an outside and an inside, to form a pipe portion having a non-circular cross-sectional shape and a flange portion protruding from an outer peripheral side of the pipe portion.

According to the present invention, with a simple configuration in which the reinforcement member including the flange portion is joined to the roof side rail at the flange portion, the mechanical strength at the flange portion is increased, and thus it is possible to sufficiently reinforce the roof side rail.

Hereinafter, a vehicle body structure, a reinforcement member, and a reinforcement member manufacturing method of the present invention will be described in detail based on exemplary embodiments illustrated in the accompanying drawings.

<FIG> is a plan view of a vehicle including a vehicle body structure (first embodiment) of the present invention. <FIG> is a view seen from a direction of arrow A in <FIG>. <FIG> is a longitudinal sectional view taken along line B-B in <FIG>. <FIG> is a plan view illustrating a state where an occupant protection test in the event of a pole side collision is performed on the vehicle illustrated in <FIG>. <FIG> is a plan view illustrating a state where an occupant protection test in the event of a pole side collision is performed on a vehicle in the related art. <FIG> is a view illustrating, in order, a process of manufacturing a reinforcement member provided in the vehicle body structure (first embodiment) of the present invention (cross-sectional view illustrating a die open state). <FIG> is a view illustrating, in order, the process of manufacturing the reinforcement member provided in the vehicle body structure (first embodiment) of the present invention (cross-sectional view illustrating a die clamped state). Incidentally, hereinafter, for convenience of description, a total length direction of an automotive vehicle is an X-axis direction, a vehicle width direction of the automotive vehicle is a Y-axis direction, and a vehicle height width direction of the automotive vehicle is a Z-axis direction.

As illustrated in <FIG> and <FIG>, an automotive vehicle <NUM> includes a plurality of support members forming frames of a vehicle body, and the support member includes two roof side rails <NUM>, two center pillars (B pillars) <NUM>, and one roof reinforcement <NUM>.

The roof side rails <NUM> are beam members that are disposed on both left and right sides of the automotive vehicle <NUM>, respectively.

The center pillars <NUM> are pillar members that are disposed at central portions on both the left and right sides of the automotive vehicle <NUM>, respectively. The center pillar <NUM> is joined to the roof side rail <NUM>. The joining method is not particularly limited, and for example, a welding method can be used.

The roof reinforcement <NUM> is a beam member that is disposed across an upper portion of the automotive vehicle <NUM> between the two roof side rails <NUM>. The roof reinforcement <NUM> is also joined to the roof side rail <NUM>. The joining method is not particularly limited, and for example, the same method as the method for joining the center pillar <NUM> and the roof side rail <NUM> can be used.

Incidentally, each of the roof side rail <NUM>, the center pillar <NUM>, and the roof reinforcement <NUM> is made of, for example, a metal material such as aluminum.

In addition, in the present embodiment, a wagon-type automotive vehicle will be described as one example of the automotive vehicle <NUM>, but the automotive vehicle <NUM> is not limited to the wagon-type automotive vehicle, and may be, for example, a sedan-type automotive vehicle, a truck, or the like. In addition, the present invention is also applicable to other vehicle bodies of the automotive vehicle <NUM>.

As illustrated in <FIG>, the roof side rail <NUM> includes a side outer <NUM>, a roof side inner <NUM>, and a roof side outer <NUM>, and is configured as a hollow body in which these members are joined to each other.

The side outer <NUM> is a member forming an outermost exterior of the automotive vehicle <NUM>. The side outer <NUM> is configured as a long plate member, and edge portions located on both sides in a width direction of the side outer <NUM> are joints <NUM>. A central portion <NUM> of the side outer <NUM> in the width direction, namely, the central portion <NUM> that is a portion between the joints <NUM> includes a deformed portion <NUM> that is curved or bent and plastically deformed into a desired shape at a plurality of locations. In addition, the cross-sectional shape of the central portion <NUM> has a shape bulging toward the outside of the automotive vehicle <NUM> as a whole.

The roof side inner <NUM> is a member forming an interior of the automotive vehicle <NUM>. The roof side inner <NUM> is also configured as a long plate member, and edge portions located on both sides in a width direction of the roof side inner <NUM> are joints <NUM>. A central portion <NUM> of the roof side inner <NUM> in the width direction, namely, the central portion <NUM> that is a portion between the joints <NUM> includes a deformed portion <NUM> that is curved or bent and plastically deformed into a desired shape at a plurality of locations. In addition, the cross-sectional shape of the central portion <NUM> has a shape bulging toward the inside of the automotive vehicle <NUM> as a whole.

The roof side outer <NUM> is a member located between the side outer <NUM> and the roof side inner <NUM>. The roof side outer <NUM> is also configured as a long plate member, and edge portions located on both sides in a width direction of the roof side outer <NUM> are joint <NUM>. A central portion <NUM> of the roof side outer <NUM> in the width direction, namely, the central portion <NUM> that is a portion between the joints <NUM> includes a deformed portion <NUM> that is curved or bent and plastically deformed into a desired shape at a plurality of locations. In addition, the cross-sectional shape of the central portion <NUM> has a shape bulging toward the outside of the automotive vehicle <NUM> as a whole.

In the roof side rail <NUM>, the joints <NUM> of the side outer <NUM>, the joint <NUM> of the roof side inner <NUM>, and the joint <NUM> of the roof side outer <NUM> are joined together in an overlapped state. The joining method is not particularly limited, for example, a welding method can be used, and particularly, it is preferable that spot welding is used. The plate members, namely, the joint <NUM>, the joint <NUM>, and the joint <NUM> can be quickly and easily joined together by using spot welding. Hereinafter, a portion in which the joint <NUM>, the joint <NUM>, and the joint <NUM> are collectively joined together is referred to as a "joint portion <NUM>".

In the roof side rail <NUM>, one joint portion 94A of two joint portions <NUM> is located on a door <NUM> side, and the other joint portion 94B is located on a roof panel <NUM> side. In addition, the joint portion 94B is joined to a lower side (back side) of a roof panel <NUM>. Spot welding can also be used as the joining method.

As illustrated in <FIG>, a reinforcement member <NUM> that reinforces the roof side rail <NUM> is disposed inside the roof side rail <NUM>. The reinforcement member <NUM> forms a vehicle body structure <NUM>, together with a roof side rail member <NUM> used as a part of the roof side rail <NUM>. Hereinafter, the vehicle body structure <NUM> will be described.

The vehicle body structure <NUM> includes the roof side rail member <NUM> and the reinforcement member <NUM> joined to the roof side rail member <NUM>.

In the present embodiment, the roof side rail member <NUM> to which the reinforcement member <NUM> is joined is the roof side inner <NUM> of the side outer <NUM>, the roof side inner <NUM>, and the roof side outer <NUM>. Then, the roof side inner <NUM> is reinforced and has improved mechanical strength against external force by joining the reinforcement member <NUM> to the roof side inner <NUM>. Particularly, when the automotive vehicle <NUM> receives a collision from the side, the roof side rail <NUM> (roof side inner <NUM>) is desired to have resistance against the impact of the collision. Therefore, the reinforcement member <NUM> has a function of improving the impact resistance of the roof side rail <NUM>.

When the impact resistance of the roof side rail <NUM> is evaluated, "an occupant protection test in the event of a pole side collision (hereinafter, simply referred to as an "occupant protection test")" set forth in Regulation No. <NUM> based on the AGREEMENT CONCERNING THE ADOPTION OF UNIFORM TECHNICAL PRESCRIPTIONS FOR WHEELED VEHICLES, EQUIPMENT AND PARTS is performed. As illustrated in <FIG>, in the occupant protection test, for example, in the case of the automotive vehicle <NUM> having a vehicle width of <NUM> or less, a pole (impactor) <NUM> imitating a utility pole or the like collides toward a position where a head HD of an occupant CR riding on a front side of the automotive vehicle <NUM> is assumed to be located. A collision angle θ<NUM> at this time is <NUM>° with respect to an axis OX parallel to the X-axis direction. A collision speed V<NUM> is <NUM>/h. In addition, a diameter ϕd<NUM> of the pole <NUM> is <NUM>.

As illustrated in <FIG> and <FIG>, the reinforcement member <NUM> has a tubular shape, and is disposed along a longitudinal direction of the roof side inner <NUM> (roof side rail member <NUM>). As will be described later, the reinforcement member <NUM> is a shaped body, namely, a processed product that is formed by shaping one tubular body having a circular cross-sectional shape and serving as a base material <NUM>' of the reinforcement member <NUM>. Accordingly, the mechanical strength of the reinforcement member <NUM> itself is higher than that when the reinforcement member <NUM> is configured as, for example, a joined body in which a plurality of members are joined together.

Then, the reinforcement member <NUM> that is a processed product from the base material <NUM>' includes a pipe portion (ring-shaped portion) <NUM> having a non-circular cross-sectional ring shape, and a flange portion <NUM> protruding from an outer peripheral side of the pipe portion <NUM>.

The pipe portion <NUM> has a higher occupancy ratio (volume ratio) in the reinforcement member <NUM> than the flange portion <NUM>.

The flange portion <NUM> is a protruding piece that protrudes on an outer peripheral portion of the reinforcement member <NUM> and that is formed in a plate shape over the total length of the reinforcement member <NUM> along the longitudinal direction of the roof side inner <NUM>. The flange portion <NUM> is an overlap portion in which the base material <NUM>' is crushed and parts of pipe walls of the base material <NUM>' overlap each other. In addition, a protruding direction of the flange portion <NUM> faces an outer side surface of the automotive vehicle <NUM>, namely, a negative side in the Y-axis direction opposite to a collision direction of the pole <NUM>.

The flange portion <NUM> is joined to the roof side inner <NUM>. The joining location is a location other than the joint <NUM> at which the roof side inner <NUM> (roof side rail member <NUM>) is collectively joined to other members different from the reinforcement member <NUM>, namely, to the side outer <NUM> and to the roof side outer <NUM>, and is the central portion <NUM> in the present embodiment.

In addition, the flange portion <NUM> is joined to the roof side rail member <NUM> by welding. Then, for example, spot welding can be used for the welding. Accordingly, before the roof side inner <NUM> and the reinforcement member <NUM> are assembled as a part of the automotive vehicle <NUM>, the central portion <NUM> of the roof side inner <NUM> and the flange portion <NUM> of the reinforcement member <NUM> can be quickly and easily joined together by applying a voltage to the central portion <NUM> of the roof side inner <NUM> and the flange portion <NUM> of the reinforcement member <NUM> that are sandwiched between a positive electrode <NUM> and a negative electrode <NUM> used for spot welding (refer to the positive electrode <NUM> and the negative electrode <NUM> illustrated by two-dot chain lines in <FIG>). Incidentally, since the central portion <NUM> and the flange portion <NUM> form a laminated body of plate-shaped portions, spot welding can be performed thereon.

A comparison will be made between a case where the occupant protection test is performed on the roof side rail <NUM> (roof side inner <NUM>) to which the reinforcement member <NUM> configured as described above is joined (refer to <FIG>) and a case where the occupant protection test is performed on the roof side rail <NUM> in which the reinforcement member <NUM> is omitted (refer to <FIG>).

As illustrated in <FIG>, in the former case of the occupant protection test, a predetermined range AR<NUM> that is linear along the longitudinal direction in the roof side rail <NUM> enters the inside of the automotive vehicle <NUM> with a collision point O<NUM> at the moment of collision of the pole <NUM> as an intermediate point, but the entering of the roof side rail <NUM> to the head HD of the occupant CR is prevented (state of the roof side rail <NUM> after the collision is illustrated by two-dot chain lines). Accordingly, the head HD of the occupant CR is protected.

On the other hand, as illustrated in <FIG>, in the latter case of the occupant protection test, the roof side rail <NUM> is bent at the collision point O<NUM>, enters the inside of the automotive vehicle <NUM>, and reaches the head HD of the occupant CR (state of the roof side rail <NUM> after the collision is indicated by two-dot chain lines).

As described above, the reinforcement member <NUM> is a member that prevents or suppresses unintentional bending of the roof side rail <NUM> (roof side rail member <NUM>) to the inside of the automotive vehicle <NUM> when the occupant protection test is performed. Accordingly, the head HD of the occupant CR can be protected in the event of a collision. Therefore, with a simple configuration in which the reinforcement member <NUM> including the flange portion <NUM> is joined to the roof side rail <NUM>, the roof side rail <NUM> can be sufficiently reinforced, and thus the collision safety performance of the automotive vehicle <NUM> is enhanced.

In addition, the flange portion <NUM> is joined to the roof side inner <NUM> at a location other than locations where the roof side inner <NUM> (roof side rail member <NUM>) is joined to other members different from the reinforcement member <NUM>, namely, to the side outer <NUM> and to the roof side outer <NUM>. Accordingly, the protruding direction of the flange portion <NUM> having a plate shape can face the outer side surface of the automotive vehicle <NUM>, namely, the negative side in the Y-axis direction opposite to the collision direction of the pole <NUM>. Then, it is very difficult to bend the flange portion <NUM> having a plate shape at the collision point O<NUM> in the width direction. Accordingly, the mechanical strength of the reinforcement member <NUM> is further improved, and it is possible to sufficiently prevent or suppress unintentional bending of the roof side rail <NUM> to the inside of the automotive vehicle <NUM> in the event of a collision.

In addition, since the flange portion <NUM> is jointed only to the roof side inner <NUM>, spot welding can be used for the joining. In this case, spot welding is facilitated, and the state of joining between the flange portion <NUM> and the roof side inner <NUM> after welding can be firmly maintained for a long period of time.

As illustrated in <FIG>, a part of the reinforcement member <NUM> overlaps an extension line O<NUM> of the center pillar <NUM>. Accordingly, it is possible to prevent the roof side rail <NUM> from being bent inward at the roof reinforcement <NUM> in the event of a collision (refer to the roof side rail <NUM> after the collision illustrated by two-dot chain lines in <FIG>), thereby contributing to the protection of the head HD of the occupant CR. Incidentally, the extension line O<NUM> also overlaps the roof reinforcement <NUM>.

In addition, a total length of the reinforcement member <NUM> is shorter than a total length of the roof side inner <NUM> (roof side rail member <NUM>). Accordingly, a portion that is desired to be reinforced in the roof side inner <NUM> can be intensively (preferentially) reinforced without excess or deficiency.

As described above, the reinforcement member <NUM> is disposed inside the roof side rail <NUM>. On the other hand, as an example where the reinforcement member <NUM> is disposed outside the roof side rail <NUM>, when the reinforcement member <NUM> is disposed on an outer side of the automotive vehicle <NUM>, the reinforcement member <NUM> stands out and impairs the appearance of the automotive vehicle <NUM>, which is a concern. In addition, as another example where the reinforcement member <NUM> is disposed outside the roof side rail <NUM>, when the reinforcement member <NUM> is disposed inside the automotive vehicle <NUM> (inside the vehicle), a comfort zone of the automotive vehicle <NUM> becomes narrow, and the comfortability inside the vehicle is impaired, which is a concern. However, since the reinforcement member <NUM> is disposed inside the roof side rail <NUM>, it is possible to prevent the appearance of the automotive vehicle <NUM> from being impaired, or the comfortability from being impaired.

Incidentally, the reinforcement member <NUM> is made of, for example, a metal material such as an Fe-C alloy.

Next, a method for manufacturing the reinforcement member <NUM> will be described. In this manufacturing method, a shaping device <NUM> is used.

As illustrated in <FIG> and <FIG>, the shaping device <NUM> includes an upper die <NUM>, a lower die <NUM>, a gas supply unit <NUM>, a heating unit <NUM>, a cooling unit <NUM>, a drive unit <NUM>, and a control unit <NUM>.

The lower die <NUM> is fixed, and the upper die <NUM> is supported so as to be able to approach and separate from the lower die <NUM>. As illustrated in <FIG>, in the die open state of the upper die <NUM> and the lower die <NUM>, the base material <NUM>' can be disposed between the upper die <NUM> and the lower die <NUM>. In addition, as illustrated in <FIG>, in the die clamped state, the upper die <NUM> and the lower die <NUM> can define a first cavity <NUM> forming the pipe portion <NUM> and a second cavity <NUM> forming the flange portion <NUM>.

The gas supply unit <NUM> supplies high-pressure air into the base material <NUM>'. Accordingly, the base material <NUM>' can be prevented from excessively being crushed in the die clamped state. The configuration of the gas supply unit <NUM> is not particularly limited, and can be configured to include, for example, a compressor.

The heating unit <NUM> heats the base material <NUM>'. The configuration of the heating unit <NUM> is not particularly limited, and can be configured to include, for example, two electrodes that are electrically connected to the base material <NUM>', and a voltage application unit that applies a voltage between the electrodes. Accordingly, the base material <NUM>' can be softened by setting the base material <NUM>' to an energized state and by heating the base material <NUM>'.

The cooling unit <NUM> rapidly cools the reinforcement member <NUM> (base material <NUM>'). The configuration of the cooling unit <NUM> is not particularly limited, and can be configured to include, for example, a flow path which is provided in each of the upper die <NUM> and the lower die <NUM> and through which a refrigerant passes. Then, when the refrigerant passes through the flow paths, the reinforcement member <NUM> can be rapidly cooled on each of the upper die <NUM> and the lower die <NUM>. Incidentally, the refrigerant may be either a liquid or a gas.

The drive unit <NUM> enables the upper die <NUM> to approach and separate from the lower die <NUM> by moving the upper die <NUM>. Accordingly, it is possible to switch between the die open state and the die clamped state. The configuration of the drive unit <NUM> is not particularly limited, and can be configured to include, for example, a motor, a ball screw connected to the motor, and a linear guide connected to the ball screw.

The control unit <NUM> controls operation of the gas supply unit <NUM>, the heating unit <NUM>, the cooling unit <NUM>, and the drive unit <NUM>. The configuration of the control unit <NUM> is not particularly limited, and can be configured to include, for example, a central processing unit (CPU) and various memories.

The shaping device <NUM> operates as follows.

First, as illustrated in <FIG>, the upper die <NUM> and the lower die <NUM> are set to the die open state, and the base material <NUM>' is disposed between the upper die <NUM> and the lower die <NUM>.

Next, the heating unit <NUM> is operated in the die open state. Accordingly, the base material <NUM>' can be softened.

Next, the upper die <NUM> is approached to the lower die <NUM>. This state does not reach the die clamped state illustrated in <FIG>, and is a state where a gap is formed between the upper die <NUM> and the lower die <NUM>. Then, the gas supply unit <NUM> is operated to perform primary blowing. Accordingly, a part of the base material <NUM>' bulges and enters the gap between the upper die <NUM> and the lower die <NUM>.

Next, in the die clamped state illustrated in <FIG>, the gas supply unit <NUM> is operated to perform secondary blowing. Accordingly, the base material <NUM>' can be deformed according to the shape of the reinforcement member <NUM>, namely, the reinforcement member <NUM> including the pipe portion <NUM> and the flange portion <NUM> is formed.

Next, the cooling unit <NUM> is operated to rapidly cool the reinforcement member <NUM>. Accordingly, in the reinforcement member <NUM>, austenite is transformed into martensite.

Next, the die open state is set again, and the reinforcement member <NUM> is taken out. Thereafter, the reinforcement member <NUM> can be cut to a desired length and joined to the roof side rail member <NUM>.

<FIG> is a cross-sectional view of a vehicle including a vehicle body structure (second embodiment) of the present invention.

Hereinafter, a second embodiment of a vehicle body structure, a reinforcement member, and a reinforcement member manufacturing method of the present invention will be described with reference to the drawing, but the differences from the above-described embodiment will be mainly described, and a description of the same items will be omitted.

The present embodiment is the same as the first embodiment except that a mating side to which the reinforcement member <NUM> is joined is different.

As illustrated in <FIG>, in the vehicle body structure <NUM> of the present embodiment, the roof side rail member <NUM> to which the reinforcement member <NUM> is joined is the roof side outer <NUM> of the side outer <NUM>, the roof side inner <NUM>, and the roof side outer <NUM>. In this case, the flange portion <NUM> of the reinforcement member <NUM> is joined to the central portion <NUM> of the roof side outer <NUM>.

In addition, the reinforcement member <NUM> has a posture different from that of the reinforcement member <NUM> in the first embodiment, and is disposed upside down. Then, a protruding direction of the flange portion <NUM> of the reinforcement member <NUM> faces a positive side in the Y-axis direction. Accordingly, similarly to the first embodiment, it is very difficult to bend the flange portion <NUM> in the width direction, and thus the mechanical strength of the reinforcement member <NUM> is further improved, and it is possible to sufficiently prevent or suppress unintentional bending of the roof side rail <NUM> to the inside of the automotive vehicle <NUM> in the event of a collision. The vehicle body structure <NUM> described above has a configuration that is effective when the reinforcement member <NUM> is desired to be joined to the roof side outer <NUM>.

<FIG> is a cross-sectional view of a vehicle including a vehicle body structure (third embodiment) of the present invention.

Hereinafter, a third embodiment of a vehicle body structure, a reinforcement member, and a reinforcement member manufacturing method of the present invention will be described with reference to the drawing, but the differences from the above-described embodiment will be mainly described, and a description of the same items will be omitted.

The present embodiment is the same as the first embodiment except that the configuration (shape) of the reinforcement member <NUM> is different.

As illustrated in <FIG>, in the present embodiment, the reinforcement member <NUM> includes two flange portions <NUM>. The flange portions <NUM> are disposed on both sides of the pipe portion <NUM> via the pipe portion <NUM>.

In addition, a protruding direction of one flange portion 32A of the two flange portions <NUM> faces the negative side in the Y-axis direction, and a protruding direction of the other flange portion 32B faces an upper side (positive side in the Z-axis direction).

Since the reinforcement member <NUM> configured as described above includes the two flange portions <NUM>, the mechanical strength is more increased than the reinforcement member <NUM> of the first embodiment. Accordingly, the impact resistance of the roof side rail <NUM> can be further improved.

<FIG> is a cross-sectional view of a vehicle including a vehicle body structure (fourth embodiment) of the present invention.

Hereinafter, a fourth embodiment of a vehicle body structure, a reinforcement member, and a reinforcement member manufacturing method of the present invention will be described with reference to the drawing, but the differences from the above-described embodiment will be mainly described, and a description of the same items will be omitted.

The present embodiment is the same as the third embodiment except that a mating side to which the reinforcement member <NUM> is joined is different.

As illustrated in <FIG>, in the vehicle body structure <NUM> of the present embodiment, the roof side rail member <NUM> to which the reinforcement member <NUM> is joined is the roof side outer <NUM>.

In addition, the reinforcement member <NUM> has a posture different from that of the reinforcement member <NUM> of the third embodiment, and is disposed upside down. Then, the protruding direction of the flange portion 32A of the reinforcement member <NUM> faces the positive side in the Y-axis direction, and the protruding direction of the flange portion 32B faces a lower side (negative side in the Z-axis direction).

The vehicle body structure <NUM> described above has a configuration that is effective when the reinforcement member <NUM> is desired to be joined to the roof side outer <NUM>.

The vehicle body structure, the reinforcement member, and the reinforcement member manufacturing method of the present invention have been described above based on each of the illustrated embodiments, but the present invention is not limited thereto. In addition, each part forming the vehicle body structure or the reinforcement member can be replaced with any configuration capable of exhibiting the same function. In addition, any component may be added.

In addition, the vehicle body structure, the reinforcement member, and the reinforcement member manufacturing method of the present invention may be a combination of any two or more configurations (features) in the above embodiments.

In addition, the roof side rail member <NUM> to which the reinforcement member <NUM> is joined is the roof side inner <NUM> in the first and third embodiments, and is the roof side outer <NUM> in the second and fourth embodiments, but is not limited thereto, and the side outer <NUM> may be used.

In addition, the reinforcement member <NUM> is disposed inside the roof side rail <NUM>, but is not limited thereto, and may be disposed outside the roof side rail <NUM>.

Claim 1:
A vehicle body structure (<NUM>) comprising:
a roof side rail member (<NUM>) used as one of support members of a vehicle body (<NUM>); and
a reinforcement member (<NUM>) disposed along a longitudinal direction of the roof side rail member (<NUM>) to reinforce the roof side rail member (<NUM>),
characterized in that
the reinforcement member (<NUM>) is a processed product formed by shaping a tubular body, and includes a flange portion (<NUM>, 32A, 32B) that protrudes on an outer peripheral portion and that is formed in the longitudinal direction of the roof side rail member (<NUM>),
the flange portion (<NUM>, 32A, 32B) is an overlap portion in which a base material (<NUM>') of the reinforcement member (<NUM>) is crushed and parts of pipe walls of the base material (<NUM>') overlap each other, and
the flange portion (<NUM>, 32A, 32B) is joined to the roof side rail member (<NUM>).