JP6156413B2 - Structural members for vehicles - Google Patents

Description

  The present invention relates to a structural member for a vehicle that constitutes a part of a vehicle body and that undergoes a bending deformation due to a load acting upon a vehicle collision.

In recent years, for the purpose of reducing the weight of a vehicle, a technique for making a part of a vehicle body such as a side sill, a bumper reinforcement, and a chassis frame into aluminum has been developed.
As such a vehicle structural member, for example, there is a structure disclosed in Patent Document 1.

That is, it is a body structure member formed of an extruded material so as to have a constant closed section, and has partition walls that are substantially orthogonal to each other in the closed section, and one partition wall is arranged in parallel to the collision load to be applied. In addition, the other partition wall is disposed orthogonal to the collision load. By providing these partition walls, the elastic buckling of the body structural member is suppressed.
In short, the conventional structure disclosed in Patent Document 1 is a structure in which partition walls are combined in a cross-shaped manner and integrally arranged inside a rectangular frame-shaped structural member body.

  However, in the conventional structure disclosed in Patent Document 1, the corners of the rectangular frame-shaped structural member main body are easily deformed, and suppose that the body structural member is a vehicle body such as a side sill, a bumper reinforcement, or a chassis frame. When it is adopted as a part of the plate, there is a problem that the weight increases, for example, the plate thickness is increased in order to suppress the deformation of the corner portion at the time of collision.

  By the way, in Patent Document 2, a side sill inner and a side sill outer are joined, and an automobile side sill having a side sill closed section extending in the longitudinal direction of the vehicle is provided with a reinforcement along the side sill outer. The side sill outer top corner is inclined to the side sill inner side to form a sloped wall to form a triangular closed cross section when viewed from the front of the vehicle, so that the outer top corner of the side sill is prevented from being crushed. What is comprised is disclosed.

  In the conventional structure disclosed in this patent document 2, the triangular closed cross section prevents the top corners of the side sill from being crushed, so that the bending strength of the side sill is improved and the side sill is brought into the passenger compartment during a side collision. Although the amount of intrusion can be reduced, it is still not sufficient, and there is room for further study.

JP-A-9-240508 JP 2007-191008 A

  Accordingly, an object of the present invention is to provide a vehicle structural member that can suppress deformation of a corner portion at the time of a vehicle collision and can improve bending strength and compression bending strength with high weight efficiency.

  The structural member for a vehicle according to the present invention is a structural member for a vehicle that constitutes a part of a vehicle body and causes a bending deformation due to a load acting when the vehicle collides, and a force in the compression direction acts when the load acts. The first surface portion, the second surface portion on which the force in the tensile direction acts, and the first and second surface portions are connected to each other to connect the both end portions of the first and second surface portions to form a corner portion. A first connecting portion that substantially linearly connects the first surface portion and the third surface portion in the vicinity of the corner portion of the first surface portion and the third surface portion. The first connecting part and a second connecting part for connecting the first surface part and the corner part of the third surface part substantially linearly are provided.

According to the above configuration, the triangular connection formed by the first surface portion, the third surface portion, and the first connection portion can be prevented from being crushed by the second connection portion. The deformation of the part can be suppressed, and the improvement of the bending strength and the compression bending strength can be achieved with high weight efficiency.
Moreover, since the above-mentioned 1st surface part is surface-divided by the 1st connection part, the elastic buckling of this 1st surface part can also be suppressed.

In an embodiment of the present invention, an angle formed by the first connecting portion and the second connecting portion is set to approximately 90 degrees.
The aforementioned approximately 90 degrees means a range of 80 degrees to 100 degrees.

  According to the said structure, since the above-mentioned angle was set to about 90 degree | times, collapse of a triangular-shaped part can be suppressed further, and bending strength can further be raised.

  In one embodiment of the present invention, in the vicinity of the corner between the second surface portion and the third surface portion, a third connection portion that connects the second surface portion and the third surface portion substantially linearly; The third connecting portion and a fourth connecting portion that connects the second surface portion and the corner portion of the third surface portion substantially linearly are provided.

  According to the above configuration, the fourth connecting portion can prevent the triangular portion formed by the second surface portion, the third surface portion, and the third connecting portion from being crushed. The deformation of the part can be suppressed.

  In one embodiment of the present invention, the vehicle structural member constitutes a part of a side sill, the side sill has a side sill outer having a flange portion extending upward and downward of the vehicle, and the first surface portion is a vehicle. The second surface portion is disposed on the outer side in the width direction so as to be positioned on the inner side in the vehicle width direction, and the third surface portions on both sides are disposed on the upper side and the lower side, respectively, and the second surface portion is positioned on the upper side. A flange portion extending from the third surface portion to the upper side of the vehicle is provided, and a flange portion extending from the third surface portion located on the lower side to the lower side of the vehicle is provided, and at least one of the flange portions of the side sill outer is provided on the flange portion of the third surface portion. Is attached.

  According to the above configuration, the bending strength of the side sill against the side collision is improved, and the side sill has a small overlap collision (the collision load is not input to the front side frame, and the collision load is more outward in the vehicle width direction than the front side frame. Thus, it is possible to improve the compression bending strength against a collision that causes the

  According to the present invention, there is an effect that the deformation of the corner portion at the time of a vehicle-side collision can be suppressed and the bending strength and the compression bending strength can be improved with high weight efficiency.

Sectional drawing of the structural member for vehicles of this invention (A) is sectional drawing which shows the structural member for vehicles of the comparative example 1, (b) is sectional drawing which shows the structural member for vehicles of the comparative example 2. Characteristic diagram showing difference in weight efficiency of bending strength between Example 1 and Comparative Example 1 The characteristic figure which shows the difference of the weight efficiency of the compression bending strength of Example 1 and Comparative Example 1 Explanatory drawing showing the evaluation method of bending strength Sectional drawing which shows the Example which applied the structural member for vehicles to the side sill Sectional drawing which shows the other Example which applied the structural member for vehicles to the side sill. Vehicle side view showing scope of application of structural member for vehicle

  The purpose of suppressing corner deformation during vehicle collision and achieving high bending efficiency and compression bending strength with high weight efficiency is part of the vehicle body, and loads are applied during vehicle collision. In the structural member for a vehicle in which bending deformation occurs, a space between the first surface portion on which the force in the compressive direction acts when the load is applied, the second surface portion on which the force in the tensile direction acts, and the first and second surface portions. And a third surface portion that forms a corner portion by connecting both end portions of the first and second surface portions, and in the vicinity of the corner portion of the first surface portion and the third surface portion, A first connecting portion that connects the first surface portion and the third surface portion substantially linearly, and the first connecting portion and the corner portion of the first surface portion and the third surface portion are connected substantially linearly. It implement | achieved by the structure that the 2nd connection part to perform is provided.

An embodiment of the present invention will be described in detail with reference to the drawings.
The drawing shows a structural member for a vehicle, and FIG. 1 is a cross-sectional view of the structural member for a vehicle. In FIG. 1, an arrow F indicates a collision load and its input direction.
In FIG. 1, a vehicle structural member 10 constitutes a part of a vehicle body, and a load acts upon a vehicle collision to cause bending deformation. The vehicle structural member 10 is an extruded member of aluminum or aluminum alloy. It is composed of.

  As shown in FIG. 1, the vehicle structural member 10 collides in parallel with the first surface portion 11 having a line segment shape on which a force in the compression direction acts when the above-described collision load is applied. Between the line-shaped second surface portion 12 on which a force in the tensile direction acts when a load is applied, and the first surface portion 11 and the second surface portion 12 described above, the first and second surfaces are arranged in parallel to each other. A pair of line segment-like third surface portions 13 and 13 are formed which connect the both end portions of each of the surface portions 11 and 12 to form a total of four corner portions c1, c2, c3 and c4.

  In this embodiment, the first surface portion 11, the second surface portion 12, and the pair of third surface portions 13, 13 form a rectangular frame-shaped structural member main body 14. The angle formed by the three surface portions 13 is set to about 90 degrees, and the angle formed by the second surface portions 12 and the third surface portions 13 is also set to about 90 degrees.

  Further, in the vicinity of the corners c1 and c2 between the first surface portion 11 and the third surface portion 13 described above, a first connection portion 21 that connects the first surface portion 11 and the third surface portion 13 substantially linearly is provided. . That is, the 1st connection part 21 connects the 1st surface part 11 and the 3rd surface part 13 diagonally inside corner part c1, c2.

  Furthermore, a second connecting portion 22 that connects the first connecting portion 21 described above and the corner portions c1 and c2 of the first surface portion 11 and the third surface portion 13 substantially linearly is provided. That is, the inner wall of the corners c1 and c2 and the intermediate part of the first connection part 21 are connected substantially linearly by the second connection part 22, and as shown in FIG. 1, the first connection part 21 and the second connection part are connected. The angle θ1 formed with the angle 22 is set to approximately 90 degrees (80 degrees to 100 degrees).

  Here, the triangular portion T <b> 1 formed by the first surface portion 11, the third surface portion 13, and the first connecting portion 21 is formed in a right-angled isosceles triangle. Further, by connecting the corner portions c1 and c2 and the first connecting portion 21 with the second connecting portion 22, a triangular closed section s1 having the first surface portion 11 as a base is formed inside the triangular portion T1. A triangular cross section s2 having the third surface portion 13 as a base is formed.

  In addition, in the vicinity of the corners c3 and c4 between the second surface portion 12 and the third surface portion 13 described above, a third connecting portion 23 that connects the second surface portion 12 and the third surface portion 13 substantially linearly is provided. Yes. That is, the 3rd connection part 23 connects the 2nd surface part 12 and the 3rd surface part 13 diagonally inside corner part c3, c4.

  Moreover, the 4th connection part 24 which connects the 3rd connection part 23 and the corner | angular parts c3 and c4 of the 2nd surface part 12 and the 3rd surface part 13 substantially linearly is provided. That is, the fourth connecting part 24 connects the inner walls of the corners c3 and c4 and the intermediate part of the third connecting part 23 substantially linearly, and as shown in FIG. 1, the third connecting part 23 and the fourth connecting part The angle θ2 formed by 24 is set to approximately 90 degrees (80 degrees to 100 degrees).

  Here, the triangular portion T2 formed by the second surface portion 12, the third surface portion 13, and the third connecting portion 23 is formed into a right-angled isosceles triangle. Further, by connecting the corner portions c3 and c4 and the third connecting portion 23 with the fourth connecting portion 24, a triangular closed cross section S3 having the second surface portion 12 as a base is provided inside the triangular portion T2. A triangular cross section s4 having the third surface portion 13 as a base is formed.

  As shown in FIG. 1, in this embodiment, the first connecting portion 21 in the vicinity of the corner portion c1 and the third connecting portion 23 in the vicinity of the corner portion c4 are disposed substantially in parallel, and the first connecting portion 21 in the vicinity of the corner portion c2 is disposed. The first connecting portion 21 and the third connecting portion 23 in the vicinity of the corner portion c3 are disposed substantially in parallel.

  Further, as shown in the figure, the rectangular frame-shaped structural member main body 14 (the structural member main body formed by the first to third surface portions 11, 12, 13, and 13) is located in the middle of the first surface portion 11. Relative cross-sectional area surrounded by the portion, the intermediate portion of the second surface portion 12, the intermediate portion of the third surface portions 13, 13, the first connecting portions 21, 21, and the third connecting portions 23, 23. A large substantially octagonal closed section s5 is formed.

  In other words, in this embodiment, the vehicle structural member 10 has a total of nine closed cross sections, that is, closed cross sections s1 to s4 having a relatively small cross sectional area and closed cross sections s5 having a relatively large cross sectional area.

  In particular, in this embodiment, by suppressing the collapse of the triangular portion T1 of the right isosceles triangle by the second connecting portion 22, the deformation of the corner portions c1 and c2 is suppressed, and the bending strength and the compression bending strength are improved. It is configured as shown.

  The vehicle structural member 10 of the embodiment shown in FIG. 1 (referred to as Embodiment 1), the vehicle structural member 80 of Comparative Example 1 shown in FIG. 2A, and the comparison shown in FIG. 2B. The weight efficiency of the bending strength and the weight efficiency of the compression bending strength with the vehicle structural member 90 of Example 2 are compared.

  The vehicle structural member 80 of the comparative example 1 shown in FIG. 2A is one in which the second connecting portion 22 and the fourth connecting portion 24 do not exist with respect to those of the first embodiment (see FIG. 1). The vehicle structural member 90 of the comparative example 2 shown in FIG. 2B is a simple rectangular frame in which all the connecting portions 21, 22, 23, and 24 are not present with respect to those of the first embodiment (see FIG. 1). Shaped structural member. 2A and 2B, the same parts as those in FIG. 1 are denoted by the same reference numerals for convenience of illustration.

  FIG. 5 is an explanation showing a method for evaluating the bending strength. A pair of support point members 31 and 32 that are not deformed by a rigid body and a pair of load point members 33 and 34 that are not deformed by a rigid body are provided. The upper part of the pair of support point members 31 and 32 is placed on both ends of the second surface portion 12 of the vehicle structural member 10 (or 80 and 90), and the pair of load point members 33 and 34 are separated from each other. Then, a bending load is applied to the first surface portion 11 of the vehicle structural member 10 (or 80, 90) by the load point members 33, 34 in the direction of the arrow in FIG. 5, and the load and deflection are measured. This is a test for bending.

  FIG. 3 shows the results of the weight efficiency obtained from the test results obtained by the bending strength evaluation method shown in FIG.

  3 is a characteristic diagram of the weight efficiency of the bending strength, where the weight efficiency of the vehicle structural member 90 of Comparative Example 2 shown in FIG. And the weight efficiency of bending strength with the structural member 80 for vehicles of the comparative example 1 is shown, respectively. In the figure, the larger the value, the higher the efficiency.

  As is apparent from FIG. 3, the weight efficiency of the bending strength of the vehicle structural member 10 of Example 1 is about 135%, and the weight efficiency of the bending strength of the vehicle structural member 80 of Comparative Example 1 is about 128%. And the thing of Example 1 is excellent in the weight efficiency of bending strength.

  On the other hand, the result of obtaining the weight efficiency of the compression bending strength is shown in FIG. FIG. 4 shows the characteristic of the weight efficiency of the compression bending strength, where the weight efficiency of the vehicle structural member 90 of Comparative Example 2 shown in FIG. 10 and the weight efficiency of the compression bending strength of the vehicle structural member 80 of Comparative Example 1 are shown. In the figure, the larger the value, the higher the efficiency.

  As is apparent from FIG. 4, the weight efficiency of the compression bending strength of the vehicle structural member 10 of Example 1 is about 170%, and the weight efficiency of the compression bending strength of the vehicle structural member 80 of Comparative Example 1 is about 154. %, And that of Example 1 is also excellent in weight efficiency of compression bending strength.

  Thus, the vehicle structural member of the above-described embodiment is a vehicle structural member 10 that constitutes a part of the vehicle body and undergoes a bending deformation due to a load acting upon the collision of the vehicle. The first surface portion 11 on which the force in the compression direction acts, the second surface portion 12 on which the force in the tensile direction acts, and the first and second surface portions 11 and 12 are disposed, and the first and second surface portions are disposed. 11 and 12 have third surface portions 13 and 13 that form corner portions c1, c2, c3, and c4 by connecting both ends thereof, and the corner portion c1 between the first surface portion 11 and the third surface portion 13 , C2, in the vicinity of the first connecting portion 21, 21 connecting the first surface portion 11 and the third surface portion 13 substantially linearly, the first connecting portion 21, the first surface portion 11 and the first surface portion. Second connecting portions 22 and 22 for connecting the corner portions c1 and c2 with the three-surface portion 13 substantially linearly are provided. Those with (see Fig. 1).

According to this configuration, the collapse of the triangular portion T1 formed by the first surface portion 11, the third surface portion 13, and the first connection portion 21 can be suppressed by the second connection portion 22, thereby It is possible to suppress the deformation of the corner portions c1 and c2 at the time of a vehicle collision, and to improve the bending strength and the compression bending strength with high weight efficiency.
Further, since the first surface portion 11 is divided into planes (in this embodiment, three divisions) by the first connecting portion 21, the elastic buckling of the first surface portion 11 can also be suppressed.

In one embodiment of the present invention, an angle θ1 formed by the first connecting portion 21 and the second connecting portion 22 is set to approximately 90 degrees (see FIG. 1).
The aforementioned approximately 90 degrees means a range of 80 degrees to 100 degrees.

  According to this configuration, since the above-described angle θ1 is set to approximately 90 degrees, the collapse of the triangular portion T1 can be further suppressed, and the bending strength can be further increased.

  In an embodiment of the present invention, the second surface portion 12 and the third surface portion 13 are connected substantially linearly in the vicinity of the corner portions c3 and c4 of the second surface portion 12 and the third surface portion 13. The third connecting portion 23, the third connecting portion 23, and the fourth connecting portion 24 that connects the corner portions c3 and c4 of the second surface portion 12 and the third surface portion 13 substantially linearly. It is provided (see FIG. 1).

  According to this structure, the 4th connection part 24 can suppress the collapse of the triangular part T2 formed by the above-mentioned 2nd surface part 12, the 3rd surface part 13, and the 3rd connection part 23, Thereby. Deformation of the corners c3 and c4 at the time of a vehicle collision can be suppressed.

  6 and 7 show an embodiment in which the vehicle structural member 10 shown in FIG.

  When the vehicle structural member 10 shown in FIG. 1 is applied to a side sill 20 of a vehicle, as shown in FIG. 6, the first surface portion 11 on which a force in the compression direction acts when a side impact load acts is applied to the vehicle. The vehicle structural member 10 is positioned on the outer side in the width direction, the second surface portion 12 on which the force in the tensile direction acts is positioned on the inner side in the vehicle width direction, and the third surface portions 13 and 13 on both sides are positioned on the upper side and the lower side, respectively. Is arranged.

  The vehicle structural member 10 extends upward and downward as the outside of the closed section s5 from the third surface portions 13 and 13 in consideration of attachment of the side sill outer 25 formed of a steel plate press-formed member. The flange portions 15 and 16 are integrally formed.

As shown in FIG. 6, the above-described side sill outer 25 is integrally formed with flange portions 25a and 25b on the upper and lower sides thereof.
Upper and lower flange portions 25a and 25b of the side sill outer 25 are attached to the upper and lower flange portions 15 and 16 of the vehicle structural member 10 described above. In this embodiment, for the purpose of improving the mounting strength of both flange portions, the flange portions 15 and 25a and the flange portions 15 and 25a and the flange portions 15 and 25a are interposed between the flange portions 15 and 25a and between the flange portions 16 and 25b. The flange portions 16 and 25 b are fixed by rivets 27 and 27.

  The vehicle structural member 10 of this embodiment has both functions of a conventional side sill reinforcement and a side sill inner, and also has an electrolytic corrosion preventing effect due to the adhesive 26 described above.

  In this way, in the embodiment shown in FIG. 6, the vehicle structural member 10 constitutes a part of the side sill 20, and the side sill 20 has side sills having flange portions 25a and 25b extending upward and downward of the vehicle. An outer 25, the first surface portion 11 is disposed on the outer side in the vehicle width direction, the second surface portion 12 is disposed on the inner side in the vehicle width direction, and the third surface portions 13 and 13 on both sides are respectively located on the upper side. And a flange portion 15 that is disposed on the lower side and extends upward from the third surface portion 13 positioned on the upper side, and a flange portion 16 that extends downward from the third surface portion 13 positioned on the lower side, At least one of the flange portions 25a, 25b of the side sill outer 25 (both in this embodiment) is attached to the flange portions 15, 16 of the third surface portion 13, respectively. Are those with (see Fig. 6).

According to this configuration, the bending strength against the side collision of the side sill 20 is improved, and a small overlap collision of the side sill 20 (the collision load is not input to the front side frame, and the outer side in the vehicle width direction than the front side frame). It is possible to improve the compression bending strength with respect to a collision in which a collision load is input.
In FIG. 6, an arrow IN indicates the inner side in the vehicle width direction, the arrow OUT indicates the outer side in the vehicle width direction, and the arrow UP indicates the upper side of the vehicle.

  FIG. 7 shows another embodiment in which the vehicle structural member 10 is employed in the side sill 20, and also in this embodiment, as shown in FIG. 7, a force in the compression direction acts when a side impact load acts. The first surface portion 11 is positioned on the outer side in the vehicle width direction, the second surface portion 12 on which the force in the tensile direction acts is positioned on the inner side in the vehicle width direction, and the third surface portions 13 and 13 on both sides are positioned on the upper side and the lower side, respectively. The vehicle structural member 10 is disposed so as to cause this to occur.

  Also in this embodiment, the vehicle structural member 10 has an outer side of the closed cross section s5 from the third surface portions 13 and 13 in consideration of the attachment of the side sill outer 25 formed of a steel plate press-formed member. Flange portions 15 and 16 extending upward and downward are integrally formed.

As shown in FIG. 7, the above-described side sill outer 25 is integrally formed with flange portions 25a and 25c on the upper and lower sides thereof.
An upper flange portion 25a of the side sill outer 25 is attached to the upper flange portion 15 of the vehicle structural member 10 described above. In addition, a flange portion 25 c on the lower side of the side sill outer 25 is attached to an intermediate portion in the vertical direction of the first surface portion 11 of the vehicle structural member 10.

  In this embodiment, for the purpose of improving the mounting strength of both flange portions 15 and 25a and the mounting strength between the first surface portion 11 and the lower flange portion 25c, between each element 15, 25a and between each element 11, The flange portions 15 and 25a and the elements 11 and 25c are fixed by rivets 27 and 27 in a state where the adhesive 26 is interposed between the 25c.

  As shown in FIG. 7, the intermediate portion of the above-described side sill outer 25 is applied from the intermediate portion in the vehicle width direction of the vehicle structural member 10 to the directly lower portion of the corner portion c <b> 2, and these are covered from the vehicle width direction outside. A resin garnish 28 is provided, and the resin garnish 28 is attached and fixed to the side sill 20 using a resin clip (not shown).

  Also in this embodiment shown in FIG. 7, the vehicle structural member 10 has both the functions of the conventional side sill reinforcement and side sill inner, and also has the effect of preventing electrolytic corrosion by the adhesive 26 described above. Play.

  Also in the embodiment shown in FIG. 7, the other configurations, operations, and effects are the same as those in the embodiment of FIG. 6. Therefore, in FIG. 7, the same parts as those in FIG. Detailed description thereof is omitted.

  FIG. 8 is a side view of the vehicle body showing the application range of the structural member 10 for a vehicle. When the structural member 10 for a vehicle is applied to the side sill 20 as shown in FIGS. As indicated by the range α, a straight or a range close to a straight between the hinge pillar 17 and the center pillar 18 is suitable.

  In the above embodiment, the case where the vehicle structural member 10 is applied to the side sill 20 is illustrated. However, the vehicle structural member 10 has a comparison in cross-sectional size such as a bumper reinforcement or a chassis frame in addition to the side sill. It can be applied to a vehicular member that is large (meaning that the closed cross-sections s1 to s4 are large enough not to be crushed during molding) and close to a straight.

  Moreover, in the said Example, although the structural member 10 for vehicles was comprised with the extrusion molding member of aluminum or aluminum alloy, this structural member 10 for vehicles may be comprised with the extrusion molding member of magnesium or a magnesium alloy. .

  Furthermore, in the said Example, although the substantially square frame-shaped thing was illustrated as the structural member main body 14, this may be a vertically long rectangular frame shape, or may be a horizontally long rectangular frame shape.

  As described above, the present invention is useful for a vehicle structural member that constitutes a part of a vehicle body and that undergoes bending deformation when a load acts upon a vehicle collision.

DESCRIPTION OF SYMBOLS 10 ... Vehicle structural member 11 ... 1st surface part 12 ... 2nd surface part 13 ... 3rd surface part 15, 16 ... Flange part 20 ... Side sill 21 ... 1st connection part 22 ... 2nd connection part 23 ... 3rd connection part 24 ... 4th connection part 25 ... side sill outer 25a, 25b ... flange part c1-c4 ... corner | angular part

Claims (4)

A vehicle structural member that constitutes a part of a vehicle body and that undergoes bending deformation due to a load acting upon a vehicle collision,
A first surface portion on which a force in the compression direction acts when the load acts;
A second surface portion on which a force in the tensile direction acts;
A third surface portion that is disposed between the first and second surface portions and connects both end portions of the first and second surface portions to form a corner portion;
A first connecting portion for connecting the first surface portion and the third surface portion substantially linearly in the vicinity of the corner portion of the first surface portion and the third surface portion;
A vehicular structural member, comprising: the first connecting portion; and a second connecting portion that connects the first surface portion and the corner portion of the third surface portion substantially linearly. The vehicle structural member according to claim 1, wherein an angle formed by the first connecting portion and the second connecting portion is set to approximately 90 degrees. A third connecting portion that connects the second surface portion and the third surface portion substantially linearly in the vicinity of the corner portion of the second surface portion and the third surface portion;
3. The vehicle structural member according to claim 1, wherein the third connecting portion and a fourth connecting portion that connects the second surface portion and the corner portion of the third surface portion substantially linearly are provided. . The vehicle structural member constitutes a part of the side sill,
The side sill has a side sill outer having a flange portion extending upward and downward of the vehicle,
The first surface portion is disposed outside the vehicle width direction, and the second surface portion is disposed inside the vehicle width direction, respectively.
The third surface portions on both sides are disposed on the upper side and the lower side, respectively.
A flange portion extending upward from the third surface portion positioned on the upper side and a flange portion extending downward from the third surface portion positioned on the lower side are provided, and the side sill outer is provided on the flange portion of the third surface portion. The vehicle structural member according to claim 1, wherein at least one of the flange portions is attached.

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