JP2011111081A - Reinforcing structure of vehicle skeleton member - Google Patents

Abstract

An object of the present invention is to provide a reinforcing structure for a vehicle frame member that can increase the degree of design freedom without limiting the shape of the reinforcement disposed inside the vehicle frame member.
Since a bead portion 30 is sandwiched between an upper end surface 24A of a front pillar reinforcement 24 and a lower end surface 28A of a side rail reinforcement 28 at the time of a frontal collision, the bead portion 30 The end surface 24A and the lower end surface 28A of the side rail reinforcement 28 may be in surface contact with each other. For this reason, the restrictions in the shape of the front pillar reinforcement 24 and the side rail reinforcement 28 are reduced. That is, the design freedom can be increased in the shapes of the front pillar reinforcement 24 and the side rail reinforcement 28.
[Selection] Figure 2

Description

  The present invention relates to a reinforcing structure for a vehicle frame member in an automobile.

  When the front pillar reinforcement and the side rail reinforcement that make up the front pillar are arranged so that the ends in the longitudinal direction facing each other intersect each other, the front pillar can be used when a collision load acts along the longitudinal direction of the front pillar. A reinforcement structure for a vehicle skeleton member is disclosed in which the movement of the reinforcement is surely prevented by the side rail reinforcement and the reaction force of the front pillar at the time of a frontal collision is improved.

JP 2005-145369 A

  In the case of the above prior art, since the reinforcement such as increasing the plate thickness is not necessary, the reaction force of the front pillar at the time of frontal collision can be improved while suppressing an increase in weight, but the shape of the front pillar reinforcement and the side rail reinforcement is Therefore, the degree of freedom of design is limited.

  In view of the above facts, the present invention has an object to obtain a reinforcing structure for a vehicle frame member that can increase the degree of design freedom without limiting the shape of the reinforcement disposed inside the vehicle frame member. is there.

  The reinforcing structure for a vehicle skeleton member according to claim 1 constitutes a part of the vehicle skeleton member, and includes a first reinforcement provided in the vehicle skeleton member along a longitudinal direction of the vehicle skeleton member; A second reinforcement that constitutes a part of the vehicle skeleton member, is provided along the longitudinal direction of the vehicle skeleton member, and is disposed with a gap in the longitudinal direction between the first reinforcement and the vehicle skeleton; A part of the member, an outer member disposed on the vehicle outer side of the first reinforcement and the second reinforcement, and a part of the vehicle skeleton member, the first reinforcement and the second An inner member disposed inside the vehicle of the reinforcement and the inner member or the outer member is located in the gap, and is It has a clamped portion, a being sandwiched by 1 reinforcement and the second reinforcement.

  In the reinforcing structure for a vehicle skeleton member according to claim 1, the first reinforcement and the second reinforcement are provided inside the vehicle skeleton member along the longitudinal direction of the vehicle skeleton member. A gap is provided between the end portion in the longitudinal direction and the end portion in the longitudinal direction of the second reinforcement. Moreover, the outer member is provided in the vehicle outer side of the 1st reinforcement and the 2nd reinforcement, and the inner member is provided in the vehicle inner side of the 1st reinforcement and the 2nd reinforcement.

  The inner member or the outer member is provided with a sandwiched portion in a gap provided between the first reinforcement and the second reinforcement, and the sandwiched portion is a first reinforcement at the time of a vehicle collision. And the second reinforcement.

  When a load is transmitted to the first reinforcement at the time of a vehicle collision, the first reinforcement moves to the second reinforcement side. At this time, the gap provided between the first reinforcement and the second reinforcement is filled, but the sandwiched portion located in the gap is sandwiched between the first reinforcement and the second reinforcement. Therefore, the load transmitted to the first reinforcement is surely transmitted to the second reinforcement via the sandwiched portion.

  In other words, in the event of a vehicle collision, it is possible to stabilize the load transmission and reliably absorb the shock. In addition, by sandwiching the sandwiched portion between the first reinforcement and the second reinforcement for transmitting the load, the load transmission timing can be made earlier, and the effect as a load transmitting member can be achieved. Can be increased.

  Further, here, since the sandwiched portion is sandwiched between the longitudinal end portion of the first reinforcement and the longitudinal end portion of the second reinforcement at the time of a vehicle collision, the first reinforcement is inserted into the sandwiched portion. It suffices if the longitudinal end of the second reinforcement and the longitudinal end of the second reinforcement are in surface contact with each other. For this reason, for example, it is not necessary to arrange the longitudinal end of the first reinforcement and the longitudinal end of the second reinforcement so as to intersect each other, and the restriction on the shape of the first reinforcement and the second reinforcement Less.

  According to a second aspect of the present invention, in the vehicle skeleton member reinforcing structure according to the first aspect, the vehicle skeleton member is a front pillar, and the first reinforcement is disposed on an upper side of the front pillar. Reinforcement is a side rail reinforcement in which the second reinforcement is connected to the upper side of the front pillar.

  In the invention according to claim 2, the vehicle frame member is a front pillar, the first reinforcement is disposed on the upper side of the front pillar, and the second reinforcement is connected to the upper side of the front pillar. Side rail reinforcement.

  In other words, during a frontal collision, the sandwiched part is sandwiched between the longitudinal end of the front pillar reinforcement and the longitudinal end of the side rail reinforcement, and the load transmitted to the front pillar reinforcement is It is transmitted to the side rail reinforcement through the sandwiched portion.

  According to a third aspect of the present invention, in the reinforcing structure for a vehicle skeleton member according to the first or second aspect, the sandwiched portion is provided in the inner member.

  Since a load is generally transmitted from an inner member to an outer member in a vehicle skeleton member at the time of a vehicle collision, the invention according to claim 3 provides a sandwiched portion on the inner member side to which the load is transmitted first. Thus, the sandwiched portion is securely sandwiched between the end portion of the first reinforcement (front pillar reinforcement) and the end portion of the second reinforcement (side rail reinforcement).

  According to a fourth aspect of the present invention, in the reinforcing structure for a vehicle skeleton member according to the first or second aspect, the sandwiched portion is provided at least on the vehicle lower side of the inner member.

  If a part to be clamped is sandwiched between the end portion of the first reinforcement (front pillar reinforcement) and the end portion of the second reinforcement (side rail reinforcement), the first reinforcement (front pillar) The load transmitted to the (reinforcement) can be transmitted to the second reinforcement (side rail reinforcement) through the sandwiched portion. In a vehicle collision, a load is generally transmitted from the vehicle lower side to the vehicle upper side in the vehicle skeleton member.

  For this reason, in the invention described in claim 4, the sandwiched portion is provided at least on the vehicle lower side of the inner member to which the load is transmitted first. Thus, the sandwiched portion is securely sandwiched between the end portion of the first reinforcement (front pillar reinforcement) and the end portion of the second reinforcement (side rail reinforcement).

  According to a fifth aspect of the present invention, in the reinforcing structure for a vehicle frame member according to the first or second aspect, the sandwiched portion is a bead portion provided on the inner member or the outer member.

  In the invention according to claim 5, a beat portion is provided in advance in the inner member or the outer member, and the beat portion is connected to the end portion of the first reinforcement (front pillar reinforcement) and the second reinforcement (side rail reinforcement). It arrange | positions in the clearance gap provided between the edge parts.

  According to a sixth aspect of the present invention, in the reinforcing structure for a vehicle skeleton member according to the first or second aspect, the sandwiched portion is a flat wall member provided on the inner member or the outer member.

  In the invention according to claim 6, a flat wall member is provided in advance on the inner member or the outer member, and the wall member is connected to the end portion of the first reinforcement (front pillar reinforcement) and the second reinforcement (side rail). It is arranged in a gap provided between the ends of the reinforcement.

  According to a seventh aspect of the present invention, in the reinforcing structure for a vehicle skeleton member according to the first or second aspect, the sandwiched portion is provided in the inner member or the outer member, and the inner member or the outer It is a deformation | transformation induction | guidance | derivation part which deform | transforms so that it may protrude toward the outer member or inner member which faces a member.

  In the invention according to claim 7, the deformation inducing portion is formed by bending the inner member (or the outer member) in advance or changing the thickness so that the inner member (or the outer member) is easily bent in a predetermined direction. It is easy to be deformed in the direction toward the inner member. Thereby, at the time of a vehicle collision, a deformation | transformation induction | guidance | derivation part deform | transforms and the said deformation | transformation induction | guidance | derivation part is pinched | interposed by the edge part of 1st reinforcement (front pillar reinforcement) and the edge part of 2nd reinforcement (side rail reinforcement). .

  As described above, according to the reinforcing structure for a vehicle skeleton member according to claim 1, the shape of the reinforcement arranged in the vehicle skeleton member is not limited, and the degree of freedom in design can be increased. it can.

  According to the reinforcing structure for a vehicle skeleton member according to the second aspect, the shape of the front pillar reinforcement and the side rail reinforcement is not limited, and the degree of freedom in design can be increased.

  According to the reinforcing structure for a vehicle skeleton member according to the third aspect, since the inner member is not exposed to the appearance, the shape of the sandwiched portion is not limited and the degree of freedom in design can be increased.

  According to the reinforcing structure for a vehicle skeleton member according to the fourth aspect, the degree of freedom in design can be further increased by providing the sandwiched portion at least on the vehicle lower side of the inner member.

  According to the reinforcing structure for a vehicle skeleton member according to claim 5, the bead portion can be reliably sandwiched between the first reinforcement (front pillar reinforcement) and the second reinforcement (side rail reinforcement). .

  According to the reinforcing structure for a vehicle skeleton member according to claim 6, the wall member can be securely sandwiched between the first reinforcement (front pillar reinforcement) and the second reinforcement (side rail reinforcement). .

  According to the reinforcing structure for a vehicle skeleton member according to claim 7, the first reinforcement (front pillar reinforcement) and the second reinforcement (side rail reinforcement) are caused by deformation of the deformation guide portion at the time of a vehicle collision. The deformation induction part can be sandwiched between them.

It is the side view seen from the vehicle outside which shows the reinforcement structure of the vehicle frame member concerning this embodiment. It is a disassembled perspective view which shows the reinforcement structure of the vehicle frame member which concerns on this Embodiment in a schematic diagram. It is a perspective view which shows the reinforcement structure of the vehicle frame member which concerns on this Embodiment to a schematic diagram, (A) shows the state before a vehicle collision, (B) has shown the state after a vehicle collision. It is sectional drawing which shows the reinforcement structure of the vehicle frame member which concerns on this Embodiment to a schematic diagram, (A) shows the state before a vehicle collision, (B) has shown the state after a vehicle collision. (A) is sectional drawing which shows the principal part of the reinforcement structure of the vehicle frame member which concerns on this Embodiment, (B), (C) has each shown the modification of (A). It is a perspective view which shows the modification of the reinforcement structure of the vehicle skeleton member which concerns on this Embodiment to a schematic diagram, (A) shows the state before a vehicle collision, (B) shows the state after a vehicle collision. ing.

  Hereinafter, an embodiment of a reinforcing structure for a skeleton member for a vehicle according to the present invention will be described with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates the vehicle front side, and an arrow UP indicates the vehicle upper side. 2 to 4 schematically show the cross-sectional shapes of the respective members, and are actually complicatedly formed in accordance with the vehicle type.

(Structure of reinforcing structure for vehicle frame member)

  FIG. 1 shows a side view seen from the outside of a vehicle 10 provided with a front pillar as a vehicle skeleton member. As shown in this figure, both sides of the front side of the body body 11 of the vehicle 10 (only one of the side portions of the vehicle 10 is shown in FIG. 1) have an upward slope toward the vehicle rear side. A front pillar 12 serving as a vehicle skeleton member is provided so as to extend so as to be inclined.

  A roof side rail 14 extending along the vehicle front-rear direction is disposed at the vehicle rear end portion of the front pillar 12, and the vehicle front end side of the roof side rail 14 is inclined upward toward the vehicle rear side. It is inclined to become. An intermediate portion of the roof side rail 14 is disposed substantially horizontally along the vehicle longitudinal direction, and a center pillar extending along the vehicle vertical direction is provided on the vehicle lower side of the intermediate portion of the roof side rail 14. 16 is disposed.

  A portion surrounded by the center pillar 16, the front pillar 12, the roof side rail 14, and the like is a front side door opening 18, and a front door (not shown) is provided so that it can be opened and closed. Further, a window shield glass (not shown) is disposed between the front pillars 12 on both sides of the body main body 11.

  As shown in FIG. 2, the front pillar 12 includes a cylinder outer panel (outer member) 20 disposed outside the vehicle and a pillar inner panel (inner member) 22 disposed inside the vehicle. The cylinder outer panel 20 and the pillar inner panel 22 are continuously provided by the front pillar 12 and the roof side rail 14, and a closed cross section constituted by the cylinder outer panel 20 and the pillar inner panel 22 is provided for reinforcement. A front pillar reinforcement (first reinforcement) 24 and a side rail reinforcement (second reinforcement) 28 are arranged along the longitudinal direction of the front pillar 12.

  Here, although the side rail reinforcement 28 is arrange | positioned at the vehicle rear side of the front pillar reinforcement 24, as shown to FIG. 3 (A), it is located in the intermediate part of the upper part of the front pillar 12 in the longitudinal direction. The upper end surface 24A in the longitudinal direction of the front pillar reinforcement 24 (hereinafter simply referred to as “the upper end surface 24A of the front pillar reinforcement 24”) and the lower end surface 28A in the longitudinal direction of the side rail reinforcement 28 (hereinafter simply referred to as “side”). A clearance t1 is provided between the rail reinforcement 28 and the lower end surface 28A of the rail reinforcement 28).

  Further, the pillar inner panel 22 is extended with a bead portion 30 (see FIG. 4A) having a substantially triangular cross-section with a rounded top at the entire region in the vehicle width direction. A space 31 is provided that protrudes toward the outer panel 20 side and is formed inside the bead portion 30 by the inclined surfaces 30 </ b> A facing each other.

  The bead portion 30 is disposed in a gap t <b> 1 provided between the upper end surface 24 </ b> A of the front pillar reinforcement 24 and the lower end surface 28 </ b> A of the side rail reinforcement 28. And the height of the bead part 30 is set so that it may become substantially the same height as the surface of the front pillar reinforcement 24 and the side rail reinforcement 28, as FIG. 4 (A) shows.

(Operation and effect of the reinforcement structure of the frame member for vehicles)

  As shown in FIGS. 3A and 4A, in the present embodiment, in the front pillar 12, a bead portion 30 is extended over the entire region of the pillar inner panel 22 in the vehicle width direction, so that the front pillar It arrange | positions in the clearance gap t1 provided between the upper end surface 24A of the reinforcement 24 and the lower end surface 28A of the side rail reinforcement 28. FIG.

  When a load is transmitted to the front pillar reinforcement 24 at the time of a frontal collision, the upper end surface 24A of the front pillar reinforcement 24 moves to the lower end surface 28A side of the side rail reinforcement 28. At this time, as shown in FIGS. 3B and 4B, the gap t1 provided between the upper end surface 24A of the front pillar reinforcement 24 and the lower end surface 28A of the side rail reinforcement 28 is filled. However, the bead portion 30 located in the gap t1 is sandwiched between the front pillar reinforcement 24 and the side rail reinforcement 28 in a state where the space 31 is crushed and the inclined surfaces 30A of the bead portion 30 are in surface contact with each other. .

  Thereby, the load transmitted to the front pillar reinforcement 24 at the time of a frontal collision is reliably transmitted to the side rail reinforcement 28 via the bead portion 30. The frontal collision is a high-speed collision, and various variations occur in the collision phenomenon. Therefore, the phenomenon does not necessarily coincide with the target deformation mode. However, the upper end surface of the front pillar reinforcement 24 is not always generated in the frontal collision. By sandwiching the bead portion 30 between 24A and the lower end surface 28A of the side rail reinforcement 28, the load transmission at the time of a frontal collision can be stabilized and the shock absorption can be reliably performed.

  Further, by inserting the bead portion 30 between the front pillar reinforcement 24 and the side rail reinforcement 28 for transmitting the load, the load transmission timing can be made earlier, and the load transmitting member can be used as a load transmitting member. The effect can be further enhanced.

  Further, in the present embodiment, the bead portion 30 is sandwiched between the upper end surface 24A of the front pillar reinforcement 24 and the lower end surface 28A of the side rail reinforcement 28, so that the upper end surface 24A of the front pillar reinforcement 24 and the side rail reinforcement The lower end surfaces 28A of the 28 are not in contact with each other so that the front pillar reinforcement 24 or the side rail reinforcement 28 is not torn. Therefore, as the material of the front pillar reinforcement 24 and the side rail reinforcement 28, a material that is less elongated than ordinary steel, such as a high-tensile material, can be used, and the weight of the vehicle can be reduced.

  Here, since the bead portion 30 is sandwiched between the upper end surface 24A of the front pillar reinforcement 24 and the lower end surface 28A of the side rail reinforcement 28 at the time of a frontal collision, the bead portion 30 includes the front pillar reinforcement 24. The upper end surface 24A and the lower end surface 28A of the side rail reinforcement 28 may be in surface contact with each other.

  For this reason, for example, it is not necessary to arrange the upper end surface 24A of the front pillar reinforcement 24 and the lower end surface 28A of the side rail reinforcement 28 so as to cross each other. Less. That is, the design freedom can be increased in the shapes of the front pillar reinforcement 24 and the side rail reinforcement 28.

  In addition, since a load is generally transmitted from the pillar inner panel 22 to the cylinder outer panel 20 at the time of a frontal collision, the bead portion 30 is provided on the pillar inner panel 22 side, and the bead portion 30 is securely attached to the front pillar reinforcement 24. The upper end surface 24A and the lower end surface 28A of the side rail reinforcement 28 are sandwiched.

  As described above, by providing the bead portion 30 on the pillar inner panel 22 side where the impact force is transmitted first, the bead portion 30 can be reliably sandwiched between the front pillar reinforcement 24 and the side rail reinforcement 28. it can. Moreover, since the pillar inner panel 22 is not exposed to the appearance, the shape of the bead portion 30 is not limited, and the degree of freedom in design can be further increased.

<Other embodiments>

(1) As shown in FIG. 5A, in this embodiment, the pillar inner panel 22 is provided with a bead portion 30 having a substantially triangular cross-section with a rounded top, but at the time of a frontal collision, Since the member only needs to be sandwiched between the upper end surface 24A of the front pillar reinforcement 24 and the lower end surface 28A of the side rail reinforcement 28, it is not limited to a so-called bead shape.

  For example, as shown in FIG. 5B, the pillar inner panel 22 may be formed with a bent portion 32 having a substantially triangular cross section with a sharp top. According to this, it becomes easier to be plastically deformed than the bead part 30. In addition to this, as shown in FIG. 5C, the pillar inner panel 22 may be provided with a flat wall member 34 that protrudes toward the side outer panel 20. In this case, the wall member 34 may be fixed to the pillar inner panel 22 by welding, or may be fixed to the pillar inner panel 22 by other methods.

(2) Further, in this embodiment, as shown in FIG. 4A, the bead portion 30 is previously provided in the pillar inner portion so as to be substantially the same height as the surfaces of the front pillar reinforcement 24 and the side rail reinforcement 28. Although formed on the panel 22, it is sufficient that the sandwiched portion is sandwiched between the upper end surface 24A of the front pillar reinforcement 24 and the lower end surface 28A of the side rail reinforcement 28 at the time of a frontal collision. The sandwiched portion may be sandwiched.

  For example, as shown in FIG. 6 (A), a seat surface (deformation guiding portion) that bends in a square shape toward the upper edge side of the pillar inner panel 22 in the vehicle width direction on the lower edge side of the pillar inner panel 22 in the vehicle width direction. ) 36 is provided. A gap t <b> 2 is formed between the facing wall portions 36 </ b> A (formed along the vehicle width direction) by bending of the seat surface 36.

  At the time of a frontal collision, the upper wall portion 36B (formed along the vehicle front-rear direction) that bridges the wall portions 36A of the seat surface 36 is bent and the gap t2 is filled, but the wall portions 36A are in surface contact with each other. Thus, it is sandwiched between the front pillar reinforcement 24 and the side rail reinforcement 28.

  As described above, when a portion to be clamped (seat surface 36) is sandwiched between the front pillar reinforcement 24 and the side rail reinforcement 28, the load transmitted to the front pillar reinforcement 24 is transmitted to the side rail reinforcement. 28.

  On the other hand, since a load is generally transmitted from the vehicle lower side to the vehicle upper side at the time of a frontal collision, by providing a seat surface 36 at least on the lower edge side in the vehicle width direction of the pillar inner panel 22 to which the load is transmitted first. The seat surface 36 can be sandwiched between the front pillar reinforcement 24 and the side rail reinforcement 28.

  As described above, by providing the seat surface 36 on at least the lower edge side of the pillar inner panel 22 in the vehicle width direction, compared to the case where the seat surface 36 is provided over the entire region of the pillar inner panel 22 in the vehicle width direction, Furthermore, the degree of freedom in design can be increased.

  Here, as shown in FIG. 6 (B), the lower end side in the longitudinal direction of the side rail reinforcement 28 lies under the upper end side in the longitudinal direction of the front pillar reinforcement 24 at the time of a frontal collision. However, at the time of a frontal collision, the pillar inner panel 22 transmits a load from the lower side of the vehicle to the upper side of the vehicle and also transmits a load from the pillar inner panel 22 side to the side of the cylinder outer panel 20. The upper end surface 24A and the lower end surface 28A of the side rail reinforcement 28 protrude toward the upper side of the vehicle and abut against each other in a crossed state.

  That is, the front pillar reinforcement 24 and the side rail reinforcement 28 are in direct contact with each other to transmit the load. For this reason, it is desirable here to make the clearance t1 provided between the upper end surface 24A of the front pillar reinforcement 24 and the lower end surface 28A of the side rail reinforcement 28 smaller than the clearance t2 of the seat surface 36.

  Here, the pillar inner panel 22 is provided with a seat surface (deformation guiding portion) 36 that bends in a square shape toward the upper edge side of the pillar inner panel 22 in the vehicle width direction. In addition, for example, by changing the thickness of the pillar inner panel 22, the pillar inner panel 22 can be easily bent in a specific direction, and in the state before the frontal collision, the pillar inner panel 22 includes the side of the cylinder outer panel 20. The sandwiched portion that protrudes toward the side is not formed, but the sandwiched portion is sandwiched between the front pillar reinforcement 24 and the side rail reinforcement 28 by bending in a specific direction and plastically deforming at the time of a frontal collision. You may make it.

  In the above embodiment, the front pillar has been described as an example of the vehicle skeleton member. However, the present invention can be applied to other parts and may be a vehicle rear member. Further, in the case of a frontal collision, generally, since the load is transmitted from the pillar inner panel 22 side to the cylinder outer panel 20 side, it is more efficient to provide a sandwiched portion on the pillar inner panel 22 side. From the viewpoint of transmitting a load from the reinforcement 24 to the side rail reinforcement 28, the sandwiched portion may be provided on the side of the cylinder outer panel 20.

10 Vehicle 11 Body 12 Front pillar (vehicle frame member)
14 Roof side rail 20 Cycler outer panel (outer member)
22 Pillar inner panel (inner member)
24 Front pillar reinforcement (first reinforcement)
28 Side rail reinforcement (second reinforcement)
30 Bead part (clamped part)
32 Bent part (clamped part)
34 Wall member (clamped part)
36 Seat surface (deformation guide part, clamped part)

Claims (7)

Constituting a part of the vehicle skeleton member, and a first reinforcement provided inside the vehicle skeleton member along the longitudinal direction of the vehicle skeleton member;
A second reinforcement that constitutes a part of the vehicle skeleton member, is provided along the longitudinal direction of the vehicle skeleton member, and is disposed with a gap in the longitudinal direction with respect to the first reinforcement;
An outer member that constitutes a part of the vehicle skeleton member and is arranged on the vehicle outer side of the first reinforcement and the second reinforcement;
An inner member that constitutes a part of the vehicle skeleton member and is arranged on the vehicle inner side of the first reinforcement and the second reinforcement;
A sandwiched portion provided in the inner member or the outer member, located in the gap, and sandwiched between the first reinforcement and the second reinforcement at the time of a vehicle collision;
A vehicle skeleton member reinforcing structure.   The vehicle frame member is a front pillar, the first reinforcement is a front pillar reinforcement arranged on the upper side of the front pillar, and the second reinforcement is a side rail reinforcement connected to the upper side of the front pillar. The vehicle frame member reinforcing structure according to claim 1.   The vehicle frame member reinforcing structure according to claim 1, wherein the sandwiched portion is provided on the inner member.   The reinforcing structure for a vehicle skeleton member according to claim 1, wherein the sandwiched portion is provided at least on the vehicle lower side of the inner member.   The reinforcing structure for a vehicle skeleton member according to claim 1, wherein the sandwiched portion is a bead portion provided on the inner member or the outer member.   The reinforcing structure for a vehicle skeleton member according to claim 1, wherein the sandwiched portion is a flat wall member provided on the inner member or the outer member.   The deformation sandwiching portion provided on the inner member or the outer member and deformed so as to project toward the outer member or the inner member facing the inner member or the outer member at the time of a vehicle collision. 3. A reinforcing structure for a vehicle skeleton member according to 1 or 2.

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