CN101641231B - Automobile door with strengthened side collision performance - Google Patents

Abstract

The present invention relates to an automobile door which improves the absorption performance of collision energy when a side collision occurs. The automobile door is composed of an outer panel and an inner panel, and has a door beam for anti-side impact inside, and a glass lift space is provided between the inner panel and the door beam for anti-side impact, wherein the door for automobile has a reinforced The reinforcing plate is arranged in the space between the outer panel and the glass lift space, and is joined to the outer panel and the door beam for anti-side impact.

Description

Automotive doors with enhanced side impact performance

technical field

The present invention relates to an automobile door which enhances the collision performance of automobiles against side collisions.

Background technique

In recent years, from the standpoint of passenger protection, the safety standard of automobiles against side collisions needs to be strengthened, and the doors of automobiles are required to fully exert their side collision performance. In order to protect passengers from side collisions, it is important to reduce the amount of entry of the colliding vehicle into the door and to suppress deformation of the door toward the interior of the vehicle interior. In a side collision, there is less space for absorbing the energy of the collision than in a front or rear collision. In response to such a collision, conventionally, door beams are arranged inside the doors along the traveling direction of the vehicle to suppress deformation of the doors toward the interior of the vehicle interior.

In the current technology, pipe fittings or stamped parts (patent document 1) and aluminum extruded profiles (patent document 2) using high-strength steel materials are being developed for door beams. Generally, straight material without bending is used for these door beams. Patent Document 3 describes a bending method that does not cause dents on the curved outer wall during bending of an extruded profile. In addition, Patent Document 4 describes an embodiment in which a hollow body having a partition wall is quenched in a predetermined range to form a door beam, and the door beam is installed in an inclination direction of a vehicle door.

Patent Document 1: Japanese Patent Application Laid-Open No. 8-216684

Patent Document 2: Japanese Patent Application Laid-Open No. 11-264044

Patent Document 3: JP 2001-71038

Patent Document 4: Japanese Patent Laid-Open No. 2001-287608

As shown in FIG. 14( a ) and ( b ), the outer panel 13 of the door 10 is generally rounded in the front-rear direction and the vertical direction of the vehicle, so a gap a is formed between the door beam 16 and the outer panel 13 . Conventionally, the gap a is filled with an adhesive 18 to bond the door beam 16 and the outer panel 13 . Therefore, when the vehicle collides with the door 10, the outer panel 13 does not exhibit a large resistance to the collision load, and the amount of the gap a is deformed, which is not effectively utilized as an energy absorbing space. In particular, since the vehicle has a volumetric design, the gap a between the outer panel 13 and the door beam 16 increases in the door 10 in which the outer panel 13 is rounded in the front-back and up-down directions.

In addition, recently, the height of the door beam (in the vertical direction of the vehicle) must be enlarged as safety standards are strengthened assuming a collision with a tall and heavy vehicle such as an SUV (Sport Utility Vehicle: Sports Utility Vehicle). Even so, the above-mentioned clearance is likely to be further increased.

In order to reduce the gap a, it is conceivable to use the method described in Patent Document 3 to bend the door beam 16 to match the shape of the outer panel 13 . However, when the unevenness of the outer panel 13 is large, the amount of bending of the door beam 16 becomes large, making production difficult. If the bending process is forcibly performed, wrinkles will be formed in the bent portion, which will easily cause a decrease in the strength of the door girder 16 such as buckling.

In addition, when the vehicle collides with a height position deviated from the door beam 16, there is a problem that the amount of entry of the collided vehicle increases, and the living space of passengers in the vehicle is greatly reduced. As a countermeasure against this, there is a method of arranging the door beam 16 in an oblique direction described in Patent Document 4. As shown in FIG. However, in general, the installation span of the door beam 16 is increased, and the door beam 16 is twisted and deformed at the time of a collision. Therefore, the door beam 16 needs to be enlarged in order to obtain sufficient strength to cope with these situations. As a result, the weight of the vehicle increases, and the fuel consumption and driving performance decrease, which adversely affects the basic performance of the vehicle.

Contents of the invention

The present invention was developed in view of the above-mentioned problems, and an object of the present invention is to provide an automobile door capable of improving the absorption performance of collision energy during a side collision.

In order to achieve the above object, in the present invention, the automobile door is composed of an outer panel and an inner panel, and has a door beam for anti-side impact inside, and a door beam for anti-side impact is provided between the inner panel and the door beam for anti-side impact. In the glass lift space, the automobile door has a reinforcing plate disposed in a space between the outer panel and the glass lift space, and joined to the outer panel and the side impact-resistant door beam.

Preferably, the reinforcement panel has a shape conforming to the shape of the inner surface of the outer side panel at least in the vehicle front-rear direction.

Also preferably, the reinforcing plate has a shape matching the shape of the inner surface of the outer panel in the vehicle front-rear direction and in the up-down direction.

Preferably, the reinforcing plate is joined to the side impact resistant door beam on its surface on the vehicle interior side.

Preferably, the reinforcing plate is joined to the side impact resistant door beam on its surface on the outer side of the vehicle.

Preferably, the reinforcing plate is joined to the inner side plate or the outer side plate at least one portion near the ends of the upper side, the lower side, the front side, and the rear side.

Preferably, ends of the reinforcement plate at upper, lower, front, and rear sides are joined to outer panels, and the inner panels are joined at upper, lower, and front and rear ends that do not extend to a space formed inside the door. Engaged with the reinforcing plate in the state.

Preferably, the reinforcing plate has a base and a protrusion protruding from the base toward the vehicle inner side.

Preferably, the reinforcing plate has concavities and convexities.

Preferably, the height difference of the concavo-convex is small near the door beam and gradually becomes larger as it leaves the door beam.

Preferably, the concave-convex shape is a reinforcing rib parallel to the vertical direction of the vehicle or the front-to-back direction of the vehicle.

Preferably, the side-collision-resistant door beams are composed of a plurality of door beams, and the reinforcing plate is joined to all of the door beams.

Preferably, all the door beams are configured such that their respective length directions are in the front-rear direction of the vehicle.

Preferably, the reinforcing plate is joined to one of the door beams at a plurality of positions different from each other along the width direction of the vehicle.

Preferably, the door beam is configured such that its two ends face the door hinge, the door lock, or a limiter that restricts the door from entering the vehicle compartment when a side collision occurs.

Preferably, the reinforcing plate has concavities and convexities.

Preferably, the concavo-convex is a plurality of reinforcing ribs arranged parallel to each other, and the reinforcing plate and the door beam are connected to each other in such a way that the angle formed between the reinforcing rib and each of the door beams on both sides is equal. join.

Preferably, the reinforcing plate is made of any one of a steel plate, an aluminum or aluminum alloy plate, or a fiber-reinforced resin molded product.

Preferably, the door beam is made of any one of stamped steel plate, steel pipe, or extruded profile of aluminum or aluminum alloy.

Invention effect

As described above, according to the present invention, the impact energy applied to the outer panel of the automobile door can be absorbed by deforming the reinforcing plate disposed between the outer panel and the glass lift space in the initial stage of a side collision. That is, the gap is effectively used as an energy absorbing space capable of absorbing collision energy. In addition, after the initial stage of a side collision, the reinforcing plate transmits the collision load to the joined outer panel and the door beam for side collision resistance, and these can be integrated to resist the collision load. Therefore, since the absorbable collision energy increases, the maximum amount of entry of the colliding vehicle into the door can be reduced.

In addition, by forming the rib shape in which the longitudinal direction of the concave-convex shape of the reinforcement plate is parallel to the vehicle front-rear direction, the compressive deformation strength in the front-rear direction of the door can be increased, which is also effective for protecting passengers from frontal collisions.

In addition, by forming the rib shape in which the longitudinal direction of the uneven shape of the reinforcing plate is parallel to the height direction of the vehicle, even when the colliding vehicle collides with a position deviated from the height position of the door beam, the reinforcing plate can The door girders at different heights transmit the crash loads.

In addition, the depth of the inner panel can be reduced by joining the inner panel to the reinforcing plate without extending to the position of the outer panel at the end of the door. Therefore, in the inner panel made of aluminum, the drawing depth of the inner panel can be reduced. As a result, the inner panel that has been divided into two or three can be integrally formed.

In addition, since the reinforcing plate connects two or more door beams, even if the collision position and the position of the door beams are shifted, the collision load can be transmitted to the door beams. Thus, according to the present invention, it is possible to obtain an automobile door having improved collision energy absorption performance during a side collision.

Description of drawings

The figure is a front view of a door portion of an automobile.

2 is a cross-sectional view (a) taken along line A-A of FIG. 1 and a cross-sectional view (b) taken along line B-B of FIG. 1 of a door portion according to the first embodiment of the present invention.

FIG. 3 is a graph showing the relationship between the vehicle entry amount and the generated load in a side collision with one door beam.

4 is a sectional view (a) taken along line A-A of FIG. 1 and a sectional view (b) taken along line B-B of FIG. 1 of an automobile door according to a second embodiment of the present invention.

5 is a sectional view (a) taken along line A-A of FIG. 1 and a sectional view (b) taken along line B-B of FIG. 1 of an automobile door according to a third embodiment of the present invention.

6 is a sectional view (a) taken along line A-A of FIG. 1 and a sectional view (b) taken along line B-B of FIG. 1 of an automobile door according to a fourth embodiment of the present invention.

7 is a cross-sectional view (a) taken along line A-A of FIG. 1 and a cross-sectional view taken along line C-C of (a) of an automobile door according to a fifth embodiment of the present invention.

8 is a sectional view (a) taken along line A-A of FIG. 1 and a sectional view (b) taken along line B-B of FIG. 1 of an automobile door according to a sixth embodiment of the present invention.

FIG. 9 is a graph showing the relationship between the vehicle entry amount and the generated load in a side collision with two door beams.

10 is a sectional view (a) taken along line A-A of FIG. 1 and a sectional view (b) taken along line D-D of (a) of an automobile door according to a seventh embodiment of the present invention.

11 is a sectional view (a) taken along line A-A of FIG. 1 and a sectional view (b) taken along line B-B of FIG. 1 of an automobile door according to an eighth embodiment of the present invention.

12 is a cross-sectional view (a) taken along line A-A in FIG. 1 of an automobile door according to a ninth embodiment of the present invention and a cross-sectional view (b) of a modified example thereof.

13 is a front view showing the relationship between the mounting positions of the door beam and the reinforcing plate of the automobile door according to the tenth embodiment of the present invention.

Fig. 14 is a cross-sectional view (a) of a conventional automobile door and a cross-sectional view (b) taken along line E-E of (a).

Explanation of reference signs

10 doors

11 window glass

12 window frames

13 Outer panels

14 inner panel

15 interior decoration parts (interior trim)

16 door beams

16a upper side door beam

16b lower side door beam

17 reinforcements

18 Adhesive

19 brackets

20 reinforced plate

20a and the joint surface of the outside

20b Joint surface with door beam

20c third side

21 glass lifting space

22 speakers

23 Joints

24 welding parts

25 hinges

26 door locks

27 limiter

28 reinforced ribs (bead)

31FR door

32, 33RR car door

A gap

Detailed ways

Hereinafter, a door of an automobile according to an embodiment of the present invention will be described with reference to FIGS. 1 to 13 .

FIG. 1 is a front view of a passenger door 10 on the left side in the traveling direction of an automobile. The left side of the figure is the front of the car, and the upper side of the figure is the top of the car. A window frame 12 is provided above the door frame, and the window can be opened and closed by raising and lowering a window glass 11 provided on the window frame 12 . In addition, the vehicle door 10 has a door hinge and a door lock arranged on an inner panel described later, and is attached to the vehicle body of the vehicle through these.

<First Embodiment>

2( a ) and ( b ) are cross-sectional views of the vehicle door 10 according to the first embodiment of the present invention shown by arrows A-A and B-B in FIG. 1 . The door 10 has an outer panel 13 provided outside the vehicle, an inner panel 14 provided inside the vehicle, and an interior trim 15 for interior decoration. The outer panel 13 has rounded corners in the front-rear direction and the up-down direction of the vehicle because the car adopts a volumetric design, and forms the appearance of the door 10 . The inner panel 14 is joined to the outer panel 13 of the door 10 to form a space inside the door 10 . In addition, the interior trim 15 is provided with interior decoration in the vehicle, and various devices such as handles for opening and closing the doors 10 and glass opening and closing buttons are attached, and joined to the inner panel 14 . A glass lifting device (not shown), a glass lifting space 21 , a door beam 16 , a speaker 22 , and the like are disposed in the formed space inside the door 10 . The door beam 16 is arranged along the front-rear direction inside the door 10 in order to protect passengers from a side collision of the vehicle. In addition, two reinforcing members 17 are provided on the upper part, and are joined to the outer panel 13 and the inner panel 14 . In addition, the X mark in the drawing shows the part where members are joined together.

As described above, the outer panel 13 has a rounded shape in the front-rear direction of the vehicle, and the door beam 16 has a substantially linear shape, so a gap is formed between the outer panel 13 and the door beam 16 . The size of the gap also varies in the direction along the door beam 16 according to the rounded corners of the outer panel 13 in the front-rear direction. A reinforcing plate 20 is provided in this gap to absorb collision energy caused by a side collision. The reinforcement panel 20 has a base and a protrusion protruding from the base toward the vehicle interior, and the top and base of the protrusion are formed in a planar shape. The longitudinal direction of the protruding portion is closely arranged along the arrangement direction of the door beam 16 . Then, the top of the protruding portion is bonded intermittently to the door beam 16 and the base thereof is bonded to the outer panel 13 via an adhesive 18 .

The door beam 16 is arranged along the front-rear direction of the vehicle, and its end is joined to a bracket 19 for mounting the door beam. The bracket 19 is engaged with the inner panel 14 , and the collision load is transmitted from the door beam 16 to the inner panel 14 via the bracket 19 . The reinforcing plate 20 is disposed in a gap between the outer panel 13 and the door beam 16 so that the longitudinal direction of the protruding portion approaches along the direction in which the door beam 16 is arranged. As mentioned above, the gap size between the outer panel 13 and the door beam 16 differs depending on the location of the door beam 16 in the arrangement direction, so the difference in height between the base and the protruding part of the reinforcement plate 20 corresponds to the gap size. And change. The protruding portion of the reinforcing plate 20 and the door beam 16, the reinforcing plate 20, and the outer panel 13 are intermittently bonded together with an adhesive.

As shown in Fig. 2 (a) (b), by disposing the reinforcing plate 20 in the gap between the outer plate 13 and the inner plate 16, the impact energy transmitted to the outer plate is supported by the reinforcing plate 20 while resisting the impact load. deformed and absorbed. Conventionally, this gap has been used as a simple empty space that does not absorb collision energy due to its low resistance to collision loads. However, according to the present invention, the gap is effectively utilized as an energy absorbing space.

In FIG. 3, when a side collision occurs, the horizontal axis represents the amount of entry of the vehicle into the door 10, and the load (generated load) required for the vehicle to enter the door 10 is represented as the vertical axis. a sketch of the . The dotted line represents the conventional door structure, and the solid line represents the crash performance of the door structure of the present invention.

In the conventional door structure, the range (the range in FIG. 3( a )) in which the load on the vehicle entry amount does not increase at the initial stage of the collision represents the dead space in the gap between the outer panel 13 and the door beam 16 .

In contrast, in the case of the vehicle door structure of the present invention, an increase in the generated load was observed at the initial stage of the collision.

Afterwards, when the amount of vehicle entry increases further, the idling space disappears, and the collision load is directly transmitted to the door beam 16 . Therefore, as the vehicle entry amount increases, the generated load also increases ( FIG. 3( b )).

In Fig. 3, after the aforementioned initial stage of collision (Fig. 3(a)), after the entry amount of the vehicle further increases (Fig. 3(b), (c)), the arrow shown in Fig. As shown in (2), the generated load can be increased. Therefore, the maximum entry amount of the colliding vehicle into the vehicle can be reduced.

As mentioned above, by providing the reinforcing plate 20 as shown in Fig. 2(a) and (b), the occurrence load at the initial stage of the collision can be increased (arrow (1) in Fig. 2 ), and the gap shown can be used as Energy absorbing space.

<Second embodiment>

Hereinafter, other embodiments will be described, but the corresponding parts will be described using the same reference numerals in each embodiment.

4( a ) and ( b ) are cross-sectional views of the vehicle door 10 according to the second embodiment of the present invention shown by arrows A-A and B-B in FIG. 1 .

In this embodiment, unlike the embodiment shown in FIG. 2 , the reinforcing plate 20 is provided between the glass lift space 21 and the door beam 16 . The reinforcement panel 20 has a base and a protrusion protruding from the base toward the vehicle interior, and the top and base of the protrusion are formed in a planar shape. The longitudinal direction of the protruding portion is closely arranged along the arrangement direction of the door beam 16 . In addition, the back surface of the top of the protruding portion and the door beam 16 , and the base portion and the outer panel 13 are intermittently bonded via an adhesive 18 .

The reinforcing plate 20 is disposed in a gap between the glass lift space 21 and the door beam 16 . The size of the gap between the outer panel 13 and the glass lift space 21 varies depending on the position according to the shape of the outer panel, so the height difference between the base and the protruding part of the reinforcing plate 20 is changed according to the gap size. The door beam 16 is arranged along the front-rear direction of the vehicle, and is intermittently bonded to the reinforcement panel 20 with an adhesive.

As shown in FIGS. 4( a ) and ( b ), the rigidity of the reinforcing plate 20 can be increased by increasing the height difference of the reinforcing plate 20 shown in FIGS. 2( a ) and (b). Therefore, the resistance of the reinforcing plate 20 with respect to the same amount of deformation increases, and more collision energy can be absorbed.

Among them, the tensile force mainly acts on the adhesive 18 bonding the door beam 16 and the reinforcing plate 20 . Therefore, it is necessary to study the material of the adhesive, the bonding range, and the like so that the door beam 16 and the reinforcing plate 20 are not easily separated due to a vehicle collision.

<third embodiment>

5( a ) and ( b ) are cross-sectional views of the vehicle door 10 according to the third embodiment of the present invention shown by arrows A-A and B-B in FIG. 1 .

In this embodiment, unlike the embodiment shown in FIG. 2 , a reinforcing plate 20 is provided on the entire surface of the space formed inside the door 10 . The reinforcing plate 20 has a plurality of concavo-convex portions substantially in parallel, and the longitudinal direction of the concavo-convex portions is arranged in the vehicle front-rear direction. Here, the "convex portion" refers to a portion protruding toward the vehicle inner side, and the "recessed portion" refers to a portion protruding toward the vehicle outer side. The top of the convex portion and the valley of the concave portion are formed into a planar shape, and the convex portion and the adjacent door beam 16 , and the concave portion and the outer panel 13 are bonded intermittently by the adhesive 18 . The reinforcement panel 20 is joined to the outer panel 13 at an upper end inside the door 10 , and is joined to the inner panel 14 at a lower end.

In the reinforcing plate 20 , the difference in height of the concavo-convex portion is determined in consideration of the size of the gap between the door beam 16 and the door beam 16 due to the rounded corners of the outer plate 13 . The reinforcement panel 20 is disposed over the entire surface of the space formed inside the door 10 , and is joined to the inner panel 14 on the front side and the rear side, respectively.

As shown in FIG. 5 (a) (b), the reinforcing plate 20 is extended to the upper and lower ends of the space formed in the interior of the door 10, and the front and rear ends are joined to the outer panel 13 and the inner panel 14, so that the impact load passes through the ends of the reinforcing plate 20. part to the outer panel 13 and the inner panel 14. The reinforcement plate 20 can transmit a collision load, especially stress in the longitudinal direction of the concave-convex portion, so that the collision force can be efficiently transmitted to the inner panel 14 joined to the front and rear ends of the reinforcement plate 20 . Therefore, after absorbing the energy of the deformation of the reinforcement panel 20 at the initial stage of the collision, the load is transmitted to the inner panel 14 connected to the front and rear ends. Furthermore, even if the amount of entry of the vehicle further increases, the four sides of the reinforcing plate 20 are fixed after the impact force is directly transmitted to the door beam 16, so the reinforcing plate 20 can continuously resist the impact load.

In addition, by forming the concave-convex shape of the reinforcement plate 20 in the vehicle front-rear direction, the reinforcement plate 20 can resist the axial force acting in the vehicle front-rear direction. Therefore, the compressive deformation strength in the front-rear direction of the door 10 provided with the reinforcement panel 20 can be increased, which is also effective for protecting the occupant from a frontal collision.

<Fourth embodiment>

6( a ) and ( b ) are cross-sectional views of the vehicle door 10 according to the fourth embodiment of the present invention shown by arrows A-A and B-B in FIG. 1 .

A plurality of concavo-convex portions are formed approximately parallel to the central portion in the height direction of the reinforcing plate 20 , and the longitudinal direction thereof is formed along the height direction. In addition, concavo-convex portions are formed in the vicinity of the upper and lower ends in the front-rear direction of the vehicle. The reinforcement panel 20 is joined to the outer panel 13 at an upper end inside the door 10 , and is joined to the inner panel 14 and the outer panel 13 at a lower end. The reinforcement plate 20 is bonded with an adhesive 18 at the intersection position where the top of the convex portion of the concave-convex portion formed in the height direction and the door beam 16 intersect with it, and the valley portion of the concave portion is intermittently bonded to the outer panel 13. Agent 18 bonding. In addition, valleys of the recesses formed in the vehicle front-rear direction are intermittently bonded to the outer panel 13 by an adhesive 18 . Tops and valleys of the concavo-convex portion are formed in a planar shape. In addition, the inner panel 14 shown on the lower side inside the door 10 is joined to the reinforcement panel 20 , and the reinforcement panel 20 extended to the lower end of the outer panel 13 is joined to the outer panel 13 .

The reinforcement panel 20 is arranged over the entire surface of the space formed inside the door 10 , and its front side and rear side are respectively joined to the inner panel 14 and the outer panel 13 . The inner panel 14 is joined to the reinforcing panel 20 , and the reinforcing panel 20 extending to the front and rear ends of the outer panel 13 is joined to the outer panel 13 .

As shown in Fig. 6 (a), (b), on the central portion of the height direction of the reinforcement plate 20, by making the longitudinal direction of the uneven portion face the height direction of the vehicle, the reinforcement plate 20 can be transmitted in the height direction of the vehicle. load. Even when the vehicle deviates from the height position where the door beam 16 is disposed and undergoes a side collision, the reinforcement panel 20 can efficiently transmit the collision load to the door beam 16 as described above. Therefore, even when the vehicle deviates from the height position where the door beam 16 is disposed and undergoes a side collision, the maximum entry amount of the colliding vehicle can be reduced compared with the conventional door structure.

In addition, similarly to the embodiment shown in Fig. 5(a) and (b), compared with the conventional door structure, the energy absorption performance at the initial stage of the collision can be increased, and even if the vehicle entry amount is further increased, Since the ends of the reinforcing plate 20 are fixed, the reinforcing plate 20 can continuously resist the impact load.

<Fifth Embodiment>

Fig. 7(a) is a cross-sectional view of the vehicle door 10 according to the fifth embodiment of the present invention shown by arrow A-A in Fig. 1 . Fig. 7(b) is a front view of the reinforcing plate 20 indicated by the arrow C-C in Fig. 6(a).

In this embodiment, the height difference of the concave-convex portion formed in the height direction of the reinforcing plate 20 shown in the aforementioned FIGS. The position is higher than the former, so that the rigidity of the reinforcing plate 20 can be increased.

In the drawing, the square portion shown in the center is a convex portion formed in the height direction, and the center of the portion is in contact with the convex portion of the reinforcement plate 20 near the door beam 16 . In addition, straight lines drawn in the lateral direction shown in the upper and lower parts of the figure represent unevenness formed in the front-rear direction of the vehicle.

As shown in Figure 7(a) and (b), the height difference of the concave-convex portion formed in the height direction shown in the embodiment of Figure 5(a) and (b) is at the position away from the door beam 16 By forming it high, the rigidity of the reinforcement board 20 can be improved. Therefore, the reinforcement board 20 which has energy absorption performance higher than the reinforcement board 20 shown in FIG.5(a), (b) can be formed. However, the level difference of the concave-convex portion of the reinforcing plate 20 needs to take into account the interference of various devices installed inside the door 10 such as the glass lift space 21 .

The above-mentioned first to fifth embodiments have a structure having one door rail, but an automobile door of an embodiment having two door rails will be described below.

8( a ) and ( b ) are cross-sectional views of the vehicle door 10 according to the sixth embodiment of the present invention shown by arrows A-A and B-B in FIG. 1 .

In this sixth embodiment, a plurality of door beams 16a and 16b are arranged inside the door 10 (here, two are arranged at upper and lower positions, and hereinafter, the upper side of the vehicle is referred to as 16a, and the lower side is referred to as 16b). .

And between the upper and lower door beams 16a and 16b, in order to absorb the collision energy of a side collision, the reinforcement board 20 made of steel plates which has uneven|corrugated is provided. The reinforcing plate 20 has a joint surface 20a which conforms to the shape of the outer surface and a joint surface 20b which is jointed with the door beams 16a and 16b, and is joined to the outer panel 13 and the door beams 16a and 16b by an adhesive 18, respectively. . In addition, at least on the front and rear sides of the vehicle, the edge portion of the reinforcement panel 20 and the inner panel 14 are joined.

As shown in FIG. 8( b ), the door beam 16 a is arranged along the front-rear direction of the vehicle, and its end is joined to the inner panel 14 via the reinforcing plate 20 . Since the door beams 16a and 16b are substantially linear, gaps are formed between the door beams 16a and 16b and the outer panel 13 having a rounded shape in the front-rear direction of the vehicle. Here, since the size of the gap between the outer panel 13 and the door beam 16a differs depending on the direction in which the door beam 16a is arranged, the unevenness of the reinforcement plate 20 to be arranged has a height difference matching the size of the gap. In addition, in FIG.8(b), only the upper side door beam 16a is shown, and it is the same about the lower side door beam 16b.

During a side collision with the door 10 in the present embodiment, collision energy from another vehicle (colliding vehicle) is transmitted from the outer panel 13 to the inside of the door 10 . At this time, the reinforcing plate 20 deforms while resisting the collision load, thereby absorbing the collision energy. In addition, the two door beams 16a and 16b joined to the reinforcing plate 20 receive the collision load in a planar manner, resist the bending load and suppress the entry of the door, and the collision load is transmitted from the door beam 16a to the inner panel 14 and the vehicle through the reinforcing plate 20 . body. Thereby, the door and the vehicle body are integrated to resist entry of the door into the vehicle interior due to the impact load.

FIG. 9 is a schematic diagram showing the relationship between the entry amount of the colliding vehicle and the generated load in the case of a side collision, similarly to FIG. 3 . In addition, in the conventional vehicle door structure described above, two door beams equivalent to the door beam of the present embodiment shown in FIG. Adhesive.

The range of FIG. 9( a ) shows the empty space caused by the gap between the outer panel 13 and the door beams 16 a and 16 b. In the conventional door structure, within the range of (a), the increase in generated load is relatively small relative to the increase in the amount of vehicle entry. After that, when the amount of vehicle entry becomes larger than the idling space, the door beam is subjected to a collision load, so as shown in FIG. When the vehicle entry amount further increases, as shown in FIG. 9(c), no change occurs in the load relative to the increase in the vehicle entry amount.

On the other hand, in the door structure of this embodiment, even in the range of FIG. 9( a ), immediately after entering from the vehicle, a larger generated load is displayed than in the conventional door structure. This means that the collision energy can be efficiently absorbed by deforming the reinforcing plate disposed between the outer panel and the door beam.

After that, when the amount of entry of the vehicle increases to become an empty driving space, the collision load is directly transmitted to the door beams 16a and 16b ( FIG. 9( b )). In the conventional vehicle door structure, since the door beam is provided separately in the beam structure, it is easily twisted and deformed, and energy cannot be efficiently absorbed. According to this embodiment, since two door beams are connected by the reinforcement board, each door beam has the effect which suppresses the twist deformation of the other door beam. Therefore, the impact energy can be efficiently absorbed by integrating the structural body of the door beam and the reinforcing plate and receiving the impact load in a planar form. As a result, compared with the conventional configuration, it is possible to increase the generated load relative to the vehicle entry amount.

Thereafter, when the vehicle entry amount further increases, as shown in FIG. 9( c ), similarly to the conventional door structure, no change in load occurs with respect to the increase in the vehicle entry amount. However, since the vehicle door structure of this embodiment absorbs the collision energy efficiently from the initial stage of the collision as described above, as indicated by the arrow (2), the load increases compared with the conventional structure. That is, the automobile door according to the present embodiment can reduce the maximum penetration amount into the vehicle with respect to the impact load from the outside, compared with the conventional structure.

As described above, in this embodiment, by providing the reinforcing plate 20 between the outer panel 13 and the door beams 16a and 16b, it is possible to increase the generated load at the initial stage of the collision. That is, the gap between the outer panel 13 and the door beams 16a and 16b can be formed as an energy absorbing space. In addition, since the collision load is transmitted from the reinforcement panel 20 to the vehicle body via the inner panel 14, the collision load applied to the door can be dispersed.

In addition, in this embodiment, two door beams are arranged along the front-rear direction of the vehicle. Among the door beams, the door beams arranged as close to the outer side as possible can absorb energy more efficiently. However, when the vehicle height dimension of the door beams is large, since the gap becomes large, it is effective to provide two door beams. In addition, in this embodiment, the reinforcement board 20 which has a three-dimensional shape is arrange|positioned in the range where the clearance gap between the outer panel 13 and door beams 16a and 16b is wide, and it joins with an adjacent structure. Accordingly, even when a collision occurs at a position where there is no door beam, the load can be efficiently transmitted to the door beams 16 a and 16 b via the reinforcing plate 20 . In addition, by connecting the two door beams with the reinforcing plate, the two door beams can be interacted with each other, and effective energy absorption can be performed while suppressing torsional deformation and the like.

In addition, in the present embodiment, the door girder is formed as a steel plate press-formed product, and the reinforcing plate is formed as a steel plate. In this way, since the door beam and the reinforcing plate can be constituted by members with a large elastic coefficient, it is possible to increase the load increase in the initial stage of deformation, and it is possible to efficiently suppress collision energy.

In addition, the reinforcing plate 20 can also be configured to have, for example, unidirectional rib-like irregularities along the running direction of the vehicle or the vertical direction in conformity with the shape of the outer panel 13 .

<Seventh embodiment>

FIG. 10( a ) is a cross-sectional view of a vehicle door 10 according to a seventh embodiment of the present invention shown by arrow A-A in FIG. 1 . Fig. 10(b) is a front view of the reinforcing plate 20 shown by arrow D-D in Fig. 10(a).

As shown in FIG. 10( a ), the automobile door according to this embodiment is based on the structure of FIG. 8 , and a reinforcing rib for further improving rigidity is provided on the vehicle inner side on the joint surface 20b jointed with the door beam. The reinforcing plate 20 shown in FIG. 10( a ) has a joint surface 20a, a joint surface 20b jointed with the door beam, and a third surface 20c, which are made of reinforcing ribs, in order from the outside to the inside. In addition, the bonding surfaces 20a, 20b, and 20c can each constitute a reinforcing rib surface with a height of concavities and convexities matching the shape of the other member.

As shown in FIG. 10( b ), the joint surface (surface on the outside of the vehicle) 20a that is joined to the outside is a reinforcing rib extending in the vertical direction of the vehicle and is formed on the upper side of the upper side door beam 16a in the front and rear direction of the vehicle. Extended nosing. The height of the joint surface 20a of the reinforcing rib is changed according to the shape of the outer side, for example, the joining portion 23 is joined to the outer side by an adhesive. In addition, the reinforcing plate 20 is joined to the door beams 16a and 16b on the joint surface 20b with the door beam. The joining method can be based on various methods as will be described later. In addition, in FIG.10(b), for convenience, the door beams 16a and 16b are shown by the dashed-two dotted line. The third surface 20c is a reinforcing rib provided on the innermost side of the vehicle, as shown by the two-dot chain line showing the cross section in FIG. 10( b ). In addition, the position of the third surface 20 c is arranged so as not to interfere with various devices provided inside the door 10 such as the glass lift space 21 .

In this embodiment, the rigidity of the reinforcement board 20 can be increased by setting the reinforcement rib by the 3rd surface 20c with respect to the reinforcement board 20. Therefore, the impact energy absorption effect of the reinforcing plate described in the first embodiment can be further enhanced.

<Eighth embodiment>

11( a ) and ( b ) are cross-sectional views of a vehicle door 10 according to an eighth embodiment of the present invention shown by arrows A-A and B-B in FIG. 1 .

As shown in FIG. 11( a ), in the automobile door of the present embodiment, the reinforcement panel 20 extends to the lower side of the door beam 16 b, and its edge is joined to the inner panel 14 . In this way, if the reinforcement panel 20 is extended and joined to the inner panel 14, the integrity of the reinforcement panel 20 and the inner panel 14 increases, and the collision load can be transmitted to vehicle body parts such as door locks while resisting the collision load. Therefore, since the absorbable collision energy increases, the maximum entry amount of the colliding vehicle into the door can be reduced. Also, by joining the edge of the reinforcing plate 20 to the inner plate 14, the outer plate 13, the inner plate 14, and the reinforcing plate 20 constitute a closed cross section, thereby improving energy absorption efficiency in a wider area. Therefore, even when the vehicle deviates from the height position where the door beams 16a and 16b are disposed and undergoes a side collision, the maximum entry amount of the colliding vehicle can be reduced compared with the conventional door structure.

In addition, in this embodiment, since the door beams 16a and 16b have joint flanges, double-sided joints such as reinforcement plates, spot welding, and riveting can be easily performed.

Furthermore, in this embodiment, the door beam 16 a is joined to the inner panel 14 via the bracket 19 . As a result, the mounting portions at the front and rear ends of the door beam 16a are strengthened, so that the effect of suppressing the torsional deformation of the door beam 16a can be further enhanced. In addition, in FIG.11(b), only the upper side door beam 16a is shown, and the same structure is also about the lower side door beam 16b.

<Ninth embodiment>

FIG. 12( a ) is a cross-sectional view of the door 10 according to the ninth embodiment of the present invention shown by arrow A-A in FIG. 1 , and FIG. 12( b ) is a modified example of FIG. 12( a ).

As shown in FIG. 12( a ), in the automobile door of this embodiment, flanges for joining the reinforcing plate 20 are provided on the outer and inner sides of the door beams 16 a and 16 b, and at offset positions in the vehicle width direction, they are aligned with each other. The reinforcing plate 20 is bonded on both sides. In addition, the door beams 16 a and 16 b have a shape inclined in conformity with the drawn shape of the rib portion of the reinforcing plate 20 . In addition, the reinforcing plate 20 has a closed cross section constituted by, for example, a welded structure or the like.

In the present embodiment, a plurality of joining positions of each door beam 1 with respect to the reinforcement panel 20 are offset in the vehicle width direction. Thereby, the rotation restricting force of the reinforcing plate 20 and the door beams 16a and 16b increases, and the torsional deformation of the door beams 16a and 16b can be effectively suppressed. That is, collision energy can be absorbed more effectively.

In addition, in Fig. 12(a), the door beams 16a and 16b are double-sidedly bonded to the reinforcing plate 20, but as shown in Fig. 12(b), for example, the flange may not be provided, or the flange may be shortened, and arc welding or Joining by single-side welding such as laser welding.

<10th embodiment>

13( a ), ( b ), and ( c ) are diagrams showing the relationship between the mounting positions of the door beam and the reinforcing plate in the automobile door according to the tenth embodiment of the present invention.

As shown in FIGS. 13( a ) to ( c ), FR (front side) doors 31 , RR (rear side) doors 32 and 33 are attached to vehicle body members such as beams and pillars via door hinges 25 and door locks 26 . In addition, the FR door 31 and the RR door 32 are provided with a stopper 27 on the lower side of the door on the RR side (door lock side) for restricting entry of the door into the vehicle compartment in the event of a side collision. Moreover, the door hinge 25, the door lock 26, and the stopper 27 are arrange|positioned at the inner side panel of a vehicle door. Both ends of the upper door beam 16a are arranged on the inner side panel by, for example, brackets so as to face the hinge 25 and the door lock 26 . The lower door beam 16 b is arranged so that both ends thereof face the hinge 25 and the stopper 27 in the FR door 31 and the RR door 32 , and so that both ends thereof face the hinge 25 and the door lock 26 in the RR door 33 . configured in a way. In addition, since the collision load is efficiently transmitted from the door beams 16 a and 16 b to the inner panels, both end portions of the door beams 16 a and 16 b are attached to positions near the door lock 26 and the stopper 27 .

In the present embodiment, the door beams 16 a and 16 b are attached so that both end portions thereof constitute the vicinity of the door hinge 25 , the door lock 26 , or the stopper 27 . Accordingly, the collision load during a side collision is transmitted from the side collision prevention door beams 16a, 16b to the vehicle body via the door hinge 25, the door lock 26, and the stopper 27, so that the energy absorption performance can be further improved.

In addition, in the RR door 33 shown in FIG. 6( c ), the reinforcing plate 20 has a plurality of reinforcing ribs 28 that are substantially parallel to each other and along the vertical direction of the vehicle. And it attaches so that the angle which this reinforcing rib 28 forms with each door beam 16a and 16b becomes substantially equal (θ1≈θ2). Thereby, since the door beams 16a and 16b can be connected so that the reinforcing ribs form the shortest distance, the rigidity of the reinforcing plate 20 can be improved.

In addition, in the FR door 31, the reinforcement panel 20 is arrange|positioned over the whole area|region which covers the door beams 16a and 16b. In consideration of yield and the like, they may be arranged in areas covering only part of the door beams 16a and 16b like the RR doors 32 and 33 . In this case, the end portions not covered by the reinforcing plate 20 of the door beams 16a and 16b are joined to the inner panels by brackets, for example, so that the load received by the door beams 16a and 16b can be transmitted to the inner panels.

As described above, in each embodiment of the present invention, the reinforcing plate 20 of various concavo-convex portions is exemplified. However, the present invention can not only freely set the height of the concavo-convex portions in the rib-shaped concavo-convex portions, but also change the longitudinal direction of the concavo-convex portions, or change the interval of the concavo-convex ribs in the exemplified embodiment. In addition, as for the concave-convex shape, the angle of the slope connecting the top and valley of the concave-convex and the R of the ridge line of each concave-convex reinforcing rib can be freely set, and various shapes such as pyramidal shape or concentric circle shape can be adopted.

In addition, a plurality of embodiments of the present invention have been described, but the form of the reinforcing plate adopted is different according to the characteristics of the vehicle to be installed. For example, there is also a vehicle without the mounting bracket 19 of the door beam. In this case, the most appropriate reinforcement plate form can be selected in consideration of the vehicle frame structure and various devices inside the door beam 10 .

In addition, in the embodiment of the present invention, an adhesive is used for joining the reinforcing plate and the outer panel, but arc welding, spot welding, laser welding, and electron beam welding may also be used for these joints and the joining of the reinforcing plate and the door beam. Joining is performed by various methods such as fusion welding such as welding, friction stir welding, riveting and mechanical riveting, and crimping using an adhesive.

In addition, in embodiment of this invention, although two door beams 16a and 16b are used, this invention is not limited to this. For example, it is also possible to arrange more than three door girders in consideration of conditions such as the size and mass increase of the vehicle door.

In addition, in all the above first to tenth embodiments, the door beam is preferably formed by any one of a stamped steel plate, a steel pipe, or an extruded profile of aluminum or aluminum alloy, and the reinforcing plate is preferably made of a steel plate, Either a sheet material of aluminum or an aluminum alloy, or a fiber-reinforced resin molded product.

Claims (16)

1. automobile door, it is made up of outer panel and interior plate, and portion has anti-side collision with a door beam within it, and between said interior plate and said anti-side collision are with a beam, is provided with the glass lifting space, it is characterized in that,

Have brace panel, it is configured in the space between said outer panel and the said glass lifting space, and engages with the door beam with said outer panel and said anti-side collision,

Said brace panel has concavo-convex,

Said concavo-convex difference of height is less and become big gradually along with leaving said door beam near said door beam.

2. automobile door as claimed in claim 1 is characterized in that,

Said brace panel has on the vehicle fore-and-aft direction and the identical shape of the inner surface configuration of said outer panel at least.

3. automobile door as claimed in claim 1 is characterized in that,

Said brace panel has on vehicle fore-and-aft direction and above-below direction and the identical shape of the inner surface configuration of said outer panel.

4. automobile door as claimed in claim 1 is characterized in that,

Engage with the door beam with said anti-side collision on the face of said brace panel side in it leans on car.

5. automobile door as claimed in claim 1 is characterized in that,

Engage with the door beam with said anti-side collision on the face of said brace panel side outside it leans on car.

6. according to claim 1 or claim 2 automobile door is characterized in that,

Near said brace panel at least one position the end of upside, downside, front side and rear side engages with interior plate or said outer panel.

7. automobile door as claimed in claim 3 is characterized in that,

Said brace panel engages with outer panel in the end of upside, downside, front side and rear side, and said interior plate engages with said brace panel under the state that does not extend to the upper and lower end parts that is formed at a volume inside and end, front and back.

8. automobile door as claimed in claim 1 is characterized in that,

Said brace panel has base portion and from this base portion side-prominent protrusion in car.

9. automobile door as claimed in claim 1 is characterized in that,

The said concavo-convex strength bar shape parallel that be shaped as with vehicle above-below direction or vehicle fore-and-aft direction.

10. automobile door as claimed in claim 1 is characterized in that,

Said anti-side collision is made up of a plurality of beams with the door beam,

Said brace panel engages with whole door beams.

11. automobile door as claimed in claim 10 is characterized in that,

The length direction that said door beam all is configured to separately is the fore-and-aft direction of vehicle.

12. automobile door as claimed in claim 10 is characterized in that,

Said brace panel engages with a door beam in the said door beam at mutually different a plurality of positions, position along the Width of vehicle.

13. automobile door as claimed in claim 10 is characterized in that,

Said Men Liang be configured to its both ends towards hingen, door lock maybe when side collision has taken place when limiting door to the limiting device of the indoor entering of car.

14. automobile door as claimed in claim 1 is characterized in that,

Said concavo-convex many strength bar for being arranged parallel to each other,

Said brace panel and said door beam so that the mode that angulation equates between each said beam of said strength bar and its both sides be bonded with each other.

15. automobile door as claimed in claim 1 is characterized in that,

Said brace panel is made up of the sheet material of steel plate, aluminum or aluminum alloy or in the fiber-reinforced resin molded article any.

16. automobile door as claimed in claim 1 is characterized in that,

Said door beam is made up of in the extrudate of drawing article, steel pipe or the aluminum or aluminum alloy of steel plate any.

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