JP2016222228A - Door impact beam for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a door impact beam for a vehicle which is high in rigidity, light in weight and low in expense.SOLUTION: A door impact beam for a vehicle has a first groove part, a second groove part and a connection wall part. The first groove part and second groove part extend to a prescribed direction along a first door panel, and are opened toward a second door panel side. The second groove part is formed in a width direction of the first groove part with a prescribed interval. The connection wall part extends to the prescribed direction along the second door panel. The connection wall part connects one side wall part of the first groove part and one side wall part of the second groove part. The first groove part has a protrusion which protrudes from an end part at the second door part side to the inside of the first groove part at the other side wall part, and extends to the prescribed direction. The second groove part has a protrusion which protrudes from the end part at the second door panel side to the inside of the second groove part at the other side wall part, and extends to the prescribed direction. The first groove part, second groove part and connection wall part are integrally formed by an extrusion molding method.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle door impact beam.

  As described in the following Patent Documents 1 to 3, a vehicle door impact beam attached to the inside of a vehicle door is known. The vehicle door impact beam absorbs an impact applied to the vehicle door when an object collides with the vehicle door, and suppresses the vehicle door from being greatly deformed.

  The vehicle door impact beam of Patent Documents 1 and 2 is formed in a cylindrical shape. That is, these vehicle door impact beams have an inner wall portion disposed on the inner panel side of the vehicle door and an outer wall portion disposed on the outer panel side of the vehicle door. The inner wall portion and the outer wall portion extend in parallel and face each other. Moreover, these vehicle door impact beams have a pair of side wall portions that are formed between the inner wall portion and the outer wall portion and connect the inner wall portion and the outer wall portion. In other words, these vehicle door impact beams have a hollow portion surrounded by the inner wall portion, the outer wall portion, and the side wall portion. These vehicle door impact beams are made of aluminum alloy. These vehicle door impact beams are manufactured using an extrusion molding method.

  Further, the vehicle door impact beam of Patent Document 3 is formed in a groove shape extending in a predetermined direction and opened to the inner panel side (see FIG. 3B of Patent Document 3). That is, this vehicle door impact beam has a bottom wall portion that forms the bottom portion of the groove and a side wall portion that forms the side portion of the groove. The side wall portions are connected to both end portions in the width direction of the bottom wall portion and face each other. A flange portion extending to the outside of the groove (outside of the space surrounded by the bottom wall portion and the side wall portion) is formed at the end portion on the inner panel side of the side wall portion. Moreover, the recessed part (groove part) extended in the longitudinal direction is formed in the surface at the side of the outer panel of a bottom wall part. That is, this recessed part is open | released to the outer panel side (refer Fig.3 (a) of patent document 3). This vehicle door impact beam is manufactured by press-forming a band-shaped metal steel plate.

JP 11-48779 A JP 2001-301462 A JP 2010-195187 A

  Since the vehicle door impact beam of Patent Documents 1 and 2 is formed in a cylindrical shape, the extrusion speed in the extrusion process is slower than that in the case of extruding a member having an open cross-sectional shape. Moreover, in order to attach the nut used when fixing a vehicle door impact beam to a door panel to an inner wall part, the process of diagonally cutting the both ends of the intermediate molding member which passed through the extrusion process is required (FIG. 1 of patent document 2). reference).

  In general, the space in the vehicle door is narrow. In particular, the dimension in the vehicle width direction of the portion where the front end portion and the rear end portion of the vehicle door impact beam are arranged (that is, the front end portion and the rear end portion of the vehicle door) is small. Accordingly, when the vehicle door impact beam is manufactured using the extrusion molding method as in Patent Document 1 or 2, the vehicle width direction dimension of the vehicle door impact beam is set to the front end portion and the rear end of the vehicle door. If it is set to be small in accordance with the dimension of the space in the vehicle width direction, it is necessary to increase the wall thickness of each wall portion of the vehicle door impact beam in order to ensure sufficient strength of the vehicle door impact beam. Therefore, the weight of the vehicle door impact beam becomes relatively large.

  On the other hand, the dimension in the vehicle width direction of the space where the vicinity of the middle portion of the vehicle door impact beam is disposed in the vehicle door is wider than the portion where the front end portion and the rear end portion are disposed. Therefore, first, an intermediate molded member extending linearly is manufactured using an extrusion molding method. The dimension in the vehicle width direction of the intermediate molded member is larger than the dimension in the vehicle width direction of the space of the front end portion and the rear end portion of the vehicle door. Then, the front end portion and the rear end portion of the intermediate molded member are crushed in the vehicle width direction (press molding), thereby reducing the size of the front end portion and the rear end portion in the vehicle width direction. However, in this case, as shown in FIG. 15, the side wall portion is bent inward (buckled), and there is a high possibility that the space for fixing the nut is lost.

  Further, when the object collides with the vehicle door and the load caused by the collision acts on the vehicle door impact beam of Patent Document 3, the vehicle door impact beam increases as the intrusion amount (stroke) of the object increases. The open end side (inner panel side) is deformed so as to open, and the bending rigidity (impact absorption performance) is lowered.

  The present invention has been made to address the above-described problems, and an object of the present invention is to provide a vehicle door impact beam that has high bending rigidity, is lightweight, and is inexpensive. In addition, in the description of each constituent element of the present invention below, in order to facilitate understanding of the present invention, reference numerals of corresponding portions of the embodiment are described in parentheses, but each constituent element of the present invention is The present invention should not be construed as being limited to the configurations of the corresponding portions indicated by the reference numerals of the embodiments.

  In order to achieve the above object, a feature of the present invention is that a vehicle door impact disposed between a first door panel (OP) and a second door panel (IP) constituting a door (DR) of a vehicle (V). A beam (10, 10A, 10B, 10C) connected to a bottom wall portion (21) extending in a predetermined direction along the first door panel and both ends of the bottom wall portion in the width direction; A first groove portion (20) provided with a pair of side wall portions (22, 23) extending in a predetermined direction and opened toward the second door panel is spaced apart from the first groove portion by a predetermined distance in the width direction. A second groove portion (30) arranged in a row, and connected to a bottom wall portion (31) extending in the predetermined direction along the first door panel and both ends in the width direction of the bottom wall portion, respectively. Extends in the predetermined direction A second groove portion (30) provided with a pair of side wall portions (32, 33) and opened toward the second door panel; and one side wall portion of the pair of side wall portions of the first groove portion. The side wall portion (23) located on the second groove portion side and the side wall portion (33) located on the first groove portion side, which is one of the pair of side wall portions of the second groove portion. A connecting wall portion (40) that extends in the predetermined direction along the second door panel, and the first groove portion is the other of the pair of side wall portions. A side wall portion (22) of the second door panel side that protrudes from the end of the second door panel to the inside of the first groove portion and extends in the predetermined direction. Of the other side wall of the second door panel side The first groove portion, the second groove portion, and the connection wall portion are integrally formed by using an extrusion molding method. The protrusion has a convex portion (321) that protrudes inward of the second groove portion and extends in the predetermined direction. It is in the formed vehicle door impact beam.

  In this case, the first groove portion is a convex portion that protrudes from the end on the second door panel side to the outside of the first groove portion and extends in the predetermined direction on the other side wall portion of the pair of side wall portions. (222), and the second groove portion projects from the end on the second door panel side to the outside of the second groove portion in the other side wall portion of the pair of side wall portions, and is in the predetermined direction. It is good to have the convex part (322) extended to.

  In this case, the protruding height of the convex portion formed on the inner side of the first groove portion and the protruding height of the convex portion formed on the outer side of the first groove portion are the same, and on the inner side of the second groove portion. It is preferable that the protrusion height of the formed protrusion and the protrusion height of the protrusion formed outside the second groove are the same.

  By forming the convex portions as described above on the vehicle door impact beam, the side walls of the first groove and the second groove are inside the respective grooves (inside the space surrounded by the bottom wall and the side walls). Each part of the vehicle door impact beam could be deformed so as to enter. The vehicle door impact beam is opened to the passenger compartment side in the same manner as the vehicle door impact beam of Patent Document 3, but unlike the vehicle door impact beam of Patent Document 3, the middle portion in the longitudinal direction is pressed. At this time, it is possible to prevent the side wall portion from opening outward and the load from rapidly decreasing. As a result, the bending rigidity of the vehicle door impact beam can be made equal to that of the conventional cylindrical vehicle door impact beam.

  Moreover, according to said structure, the cross-sectional shape perpendicular | vertical to the longitudinal direction of the vehicle door impact beam is an open cross-sectional shape, ie, a cross-sectional shape in which the space closed inside is not formed. Therefore, the extrusion speed can be made faster than the conventional cylindrical vehicle door impact beam. That is, it is easier to extrude the material from the mold than when manufacturing a cylindrical member such as the vehicle door impact beam of Patent Documents 1 and 2. Therefore, it is possible to use a material having a strength higher than that in the past. Further, unlike the vehicle door impact beam of Patent Document 2, the step of obliquely cutting both end portions of the intermediate molded member is not required in order to attach the nut to the surface of the connection wall portion on the first door panel side. Therefore, the manufacturing cost can be reduced.

  Further, the present invention is characterized in that the bottom wall portion of the first groove portion is formed thicker than the side wall portion of the first groove portion, and the bottom wall portion of the second groove portion is larger than the side wall portion of the second groove portion. The vehicle door impact beam is formed to be thicker and the connection wall portion is formed to be thicker than the side wall portions of the first groove portion and the second groove portion.

  In the present invention, the bottom wall portion and the connection wall portion of the first groove portion and the second groove portion, which have a large influence on the bending rigidity of the vehicle door impact beam, are thicker than the side wall section, which has a small influence on the bending rigidity. With this configuration, the bending rigidity of the vehicle door impact beam can be kept high, and the weight of the vehicle door impact beam can be reduced.

  Another feature of the present invention is that the groove depths at the end portions in the longitudinal direction of the first groove portion and the second groove portion are larger than the groove depths at the center portion in the longitudinal direction of the first groove portion and the second groove portion. There is also a small door impact beam for vehicles.

  According to this, since the vehicle width direction dimension of the end portion in the longitudinal direction of the vehicle door impact beam is relatively small, the vehicle door impact beam can be used even when the internal space of the end portion of the vehicle door is narrow. Can be attached to the vehicle door.

  Another feature of the present invention is that a portion on the first door panel side of the end portion of the first groove portion is positioned higher than a portion on the second door panel side, and the end portion of the second groove portion is in the end portion. The vehicle door impact beam is such that the first door panel side portion is positioned below the second door panel side portion. According to this, unlike the example of FIG. 15, a sufficient space is formed in a portion located on the first door panel side as viewed from the connection wall portion. That is, the space which attaches a nut to the surface at the side of the 1st door panel of a connection wall part is securable.

1 is a schematic view of a vehicle to which a vehicle door impact beam according to the present invention is applied. It is the enlarged view to which the door part of FIG. 1 was expanded. It is a perspective view of an intermediate forming member. It is AA sectional drawing of FIG.2 and FIG.7. It is a graph which compares and shows the bending rigidity of the conventional door impact beam for vehicles, and the door impact beam for vehicles concerning the present invention. It is sectional drawing which shows a cross section perpendicular | vertical to the vehicle height direction of the vehicle door to which the vehicle door impact beam which concerns on the modification of this invention was applied. It is the figure which looked at the inside of the door for vehicles of Drawing 6 from the side (left side). It is BB sectional drawing of FIG. It is CC sectional drawing of FIG. It is sectional drawing which shows a cross section perpendicular | vertical to the longitudinal direction of the vehicle door impact beam which concerns on the other modification of this invention. 11 is a graph showing a comparison of bending rigidity of the vehicle door impact beam of FIG. 4 and the vehicle door impact beam of FIG. 10. It is sectional drawing which shows a cross section perpendicular | vertical to the longitudinal direction of the vehicle door impact beam which concerns on the further another modification of this invention. It is sectional drawing which shows the other example of the shape of the BB cross section of FIG. 7, and CC cross section. It is sectional drawing which shows the further another example of the shape of the BB cross section of FIG. 7, and CC cross section. It is sectional drawing which is a cross section of the edge part of the impact beam for vehicles formed in the cylinder shape, Comprising: The said edge part was shape | molded so that it might be crushed in the vehicle width direction.

  Hereinafter, a vehicle door impact beam 10 according to an embodiment of the present invention will be described. First, the outline of the vehicle V to which the vehicle door impact beam 10 is attached will be described. As shown in FIG. 1, a door DR is attached to a frame of the vehicle V (parts constituting the frame of the passenger compartment) so as to be opened and closed. The vehicle door impact beam 10 according to the present embodiment is attached inside the door DR. As is well known, the door DR includes an outer panel OP and an inner panel IP, and the vehicle door impact beam 10 is disposed between the outer panel OP and the inner panel IP. The vehicle door impact beam 10 is fastened to the inner panel IP. In addition, although this embodiment demonstrates the example applied to the vehicle door impact beam 10 attached to the door DR on the left side of the vehicle V, this invention is a vehicle door attached to another door. It can also be applied to impact beams.

  As shown in FIG. 2, the vehicle door impact beam 10 is formed in a long shape and extends from the rear end portion of the inner panel IP to the front end portion. The vehicle door impact beam 10 is fastened to the inner panel IP in an inclined state so that the front end side is positioned higher than the rear end side.

  Next, the configuration of the vehicle door impact beam 10 will be described in detail. The vehicle door impact beam 10 is formed by bending an intermediate molded member M (see FIG. 3) formed linearly by extruding an aluminum alloy material along the outer surface (left surface) of the inner panel IP. Manufactured.

  Next, the shape of the vehicle door impact beam 10 will be described with reference to FIG. The left-right direction on the paper surface of FIG. 4 corresponds to the vehicle width direction. In addition, as shown in FIG. 4, the vehicle inner side of the vehicle door impact beam 10 is defined as the right. Further, the outside of the vehicle door impact beam 10 is defined as the left side. A direction perpendicular to the paper surface of FIG. 4 is defined as a beam longitudinal direction. This beam longitudinal direction is orthogonal to the vehicle width direction. Further, the vertical direction on the paper surface of FIG. 4, that is, the direction orthogonal to the beam longitudinal direction and the vehicle width direction is defined as the beam width direction. In addition, the one end side in the beam width direction of the door impact beam 10 for vehicles is defined as the bottom. Further, the other end side of the vehicle door impact beam 10 in the beam width direction is defined as the upper side.

  As shown in FIG. 4, the vehicle door impact beam 10 is configured such that a cross-sectional shape perpendicular to the longitudinal direction is an open cross-sectional shape, that is, a cross-sectional shape in which a closed space is not formed. The vehicle door impact beam 10 includes a groove-shaped first groove portion 20 and a second groove portion 30 that extend in the longitudinal direction and are opened to the right. That is, the groove depth directions of the first groove portion 20 and the second groove portion 30 coincide with the vehicle width direction.

  The first groove portion 20 has a bottom wall portion 21 and side wall portions 22 and 23. The bottom wall portion 21 is formed in a plate shape extending in the beam longitudinal direction. The thickness direction of the bottom wall portion 21 coincides with the vehicle width direction. Further, the width direction of the bottom wall portion 21 (the direction perpendicular to the longitudinal direction and the plate thickness direction of the bottom wall portion 21) coincides with the beam width direction. The side walls 22 and 23 are formed in a plate shape extending from the upper end and the lower end in the width direction of the bottom wall 21 to the right (vehicle compartment side) and extending in the beam longitudinal direction. The plate thickness direction of the side walls 22 and 23 coincides with the beam width direction. The right end of the side wall 22 protrudes downward and upward (grooves (inside and outside of the space surrounded by the bottom wall 21 and the side walls 22 and 23)) and a protrusion 221 and a protrusion extending in the beam longitudinal direction. Each part 222 is formed.

  The second groove part 30 extends in parallel to the first groove part 20 below the first groove part 20. The position in the vehicle width direction of the 1st groove part 20 and the 2nd groove part 30 is the same. The second groove part 30 has the same bottom wall part 31 and side wall parts 32 and 33 as the first groove part 20. Further, at the right end portion of the side wall portion 32, a convex portion 321 that protrudes upward and downward (inner and outer sides of the groove (the space surrounded by the bottom wall portion 31 and the side wall portions 32 and 33)) and extends in the beam longitudinal direction. And the convex part 322 is formed, respectively.

  The right end portions of the side wall portion 23 and the side wall portion 33 are connected by the connection wall portion 40. The connection wall 40 is formed in a plate shape extending in the beam longitudinal direction. The plate thickness direction of the connecting wall portion 40 coincides with the vehicle width direction. The side wall 23, the side wall 33, and the connection wall 40 form a groove G that extends in the longitudinal direction of the vehicle door impact beam 10 and opens leftward. At both ends in the longitudinal direction of the connection wall 40, through holes (not shown) are formed. Similar to the vehicle door impact beam of Patent Document 2, a nut (not shown) is attached to the left surface of the connection wall portion 40 where the through hole is formed.

The dimension in the beam longitudinal direction of the vehicle door impact beam 10 is 800 mm. The dimension W10 in the beam width direction of the vehicle door impact beam ₁₀ is 56 mm. The vehicle width direction dimension D10 of the vehicle door impact beam ₁₀ is 25 mm. The dimension W ₂₀ and dimension W _{30 in} the beam width direction of the first groove part 20 and the second groove part ₃₀ are 17 mm. The plate thickness t1 of the side wall portions 22, 23, 32, 33 is 3 mm. The plate thickness t2 of the bottom wall parts 21 and 31 and the connection wall part 40 is 8 mm, respectively. The protrusion heights h of the convex portions 221, 222, 321, and 322 are 3 mm. The thicknesses t3 of the convex portions 221, 222, 321, and 322 are each 3 mm. The dimensions of each of the above parts are examples, and can be arbitrarily changed. However, the plate thickness t2 is set larger than the plate thickness t1.

  Bolts are inserted into the through holes from the right side (vehicle interior side) of the inner panel IP and fastened to the nuts, whereby the vehicle door impact beam 10 is fixed to the left side surface of the inner panel IP. In a state where the vehicle door impact beam 10 is fixed to the inner panel IP, both end portions in the beam longitudinal direction are in contact with the inner panel IP, but the intermediate portion in the beam longitudinal direction is separated from the inner panel IP. .

  FIG. 5 shows an FS curve representing a relationship between a load and a stroke when both end portions in the longitudinal direction of the vehicle door impact beam are fixed and the central portion is pressed from the left side to the right side. In the same figure, the characteristic of the vehicle door impact beam 10 which is this embodiment is shown as a continuous line, and the characteristic of the conventional cylindrical vehicle door impact beam (refer patent document 1 and patent document 2) is shown with a broken line. By forming the convex portions 221, 222, 321, and 322 as described above in the vehicle door impact beam 10, the vehicle door impact beam 10 so that the side wall portion 22 and the side wall portion 32 enter inside the respective grooves. Each part of could be deformed. The vehicle door impact beam 10 is opened to the passenger compartment side in the same manner as the vehicle door impact beam of Patent Document 3, but unlike the vehicle door impact beam of Patent Document 3, when the intermediate portion is pressed, It is suppressed that the part 22 and the side wall part 32 open outside, and a load falls rapidly. As a result, the bending rigidity of the vehicle door impact beam 10 can be made equal to that of the conventional cylindrical vehicle door impact beam.

  Further, since the vehicle door impact beam 10 is configured to have an open cross-sectional shape, the extrusion speed can be made faster than that of a conventional cylindrical vehicle door impact beam. That is, it is easier to extrude the material from the mold than when manufacturing a cylindrical member such as the vehicle door impact beam of Patent Documents 1 and 2. Therefore, it is possible to use a material having a strength higher than that in the past. A conventional aluminum alloy material has a tensile strength of about 400 MPa, but the vehicle door impact beam 10 can employ an aluminum alloy material having a tensile strength of about 500 MPa.

  Moreover, since the groove part G is open | released to the left (outer panel side), unlike the vehicle door impact beam of the said patent document 2, in order to attach a nut to the left surface of the connection wall part 40, the intermediate molded member M The process of cutting the both end portions obliquely is unnecessary. Therefore, the manufacturing cost can be reduced.

  Further, in the vehicle door impact beam 10, the bottom wall portions 21 and 31 of the first groove portion 20 and the second groove portion 30 and the connection wall portion 40 that have a great influence on the bending rigidity have a small influence on the bending rigidity. It was thicker than the parts 22, 23, 32, 33. Thereby, while keeping bending rigidity high, the vehicle door impact beam 10 can be reduced in weight.

  Further, in the vehicle door impact beam of Patent Document 1 and Patent Document 2, when the intermediate formed member formed in a straight line by bending the aluminum alloy material is bent along the inner panel IP, the cross section In order to prevent the shape from collapsing, it is necessary to insert a jig (core material) into the cylinder. In this case, it is difficult to pull out the jig after bending. On the other hand, in the vehicle door impact beam 10, even if the jig is bent while being inserted into each groove, the jig can be removed relatively easily thereafter.

  In addition, the distance between the inner panel IP and the outer panel OP at the front end portion and the rear end portion of the vehicle door DR may be formed smaller than other portions (the center portion of the vehicle door) (see FIG. 6). For example, in a state where the vehicle door DR is closed, the rear end portion of the inner panel IP is curved to prevent the vehicle center pillar and the vehicle door from interfering with each other. The internal space at the end may be narrow. In this case, the vehicle door impact beam 10A may be formed by processing the front end portion and the rear end portion of the vehicle door impact beam 10 so as to be crushed in the vehicle width direction. That is, the vehicle width direction dimensions of the front and rear end portions of the vehicle door impact beam 10A are formed to be smaller than the vehicle width direction dimensions of other portions.

  Specifically, as shown in FIGS. 7, 8, and 9, the end portions on the outer panel OP side (that is, the bottom side of the groove) at the front end portion and the rear end portion of the first groove portion 20 and the second groove portion 30 are The bottom side of the first groove part 20 and the second groove part 30 is curved so as to be away from each other. That is, the portion on the outer panel OP side of the first groove portion 20 is positioned above the portion on the inner panel IP side, and the portion on the outer panel OP side of the second groove portion 30 is below the portion on the inner panel IP side. The front end portion and the rear end portion of both are pressed so as to be positioned at each other.

  In FIG. 7, the front end portion F and the rear end portion R of the vehicle door impact beam 10 </ b> A are pressed portions. The cross section perpendicular to the longitudinal direction of the front end F is constant regardless of the cutting position, and its shape is as shown in FIG. Further, the cross section perpendicular to the longitudinal direction of the rear end R is constant regardless of the cutting position, and its shape is as shown in FIG. Then, the cross-sectional shape gradually changes from the front end F toward the rear. Further, the cross-sectional shape gradually changes from the rear end R toward the front. The cross-sectional shape of the central portion O in the longitudinal direction of the vehicle door impact beam 10A is as shown in FIG.

  The dimension in the longitudinal direction of the front end F is 50 mm. On the other hand, the longitudinal dimension of the rear end R is 100 mm. The dimension of the front end part F and the rear end part R in the vehicle width direction is 30 mm. The dimension of the center portion O in the vehicle width direction is 35 mm.

  As described above, since the dimension in the vehicle width direction of the end portions (the front end portion F and the rear end portion R) in the longitudinal direction of the vehicle door impact beam 10A is relatively small, the internal space of the end portion of the vehicle door DR is reduced. Even in a narrow case, the vehicle door impact beam 10A can be attached to the vehicle door DR. Further, the portion on the outer panel OP side in the first groove portion 20 is located above the portion on the inner panel IP side, and the portion on the outer panel OP side in the second groove portion 30 is lower than the portion on the inner panel IP side. Is located. That is, unlike the example of FIG. 15, a sufficient space is formed in a portion located on the outer panel OP side when viewed from the connection wall portion 40. That is, a space for attaching the nut to the surface on the outer panel OP side of the connection wall portion 40 can be secured.

  Furthermore, in carrying out the present invention, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the object of the present invention.

  For example, as shown in FIG. 10, the convex part 222 and the convex part 322 may be omitted. The bending rigidity of the vehicle door impact beam 10B configured as described above is equivalent to the bending rigidity of the vehicle door impact beam 10 of the above embodiment, as shown in FIG. In FIG. 11, the characteristic of the vehicle door impact beam 10 is indicated by a solid line, and the characteristic of the vehicle door impact beam 10B is indicated by a one-dot chain line.

  Moreover, as shown in FIG. 12, it is good also as the vehicle door impact beam 10C which further provided the convex part 223,231,232,323,331,332. The convex portion 223 protrudes upward at the left end portion of the side wall portion 22 and extends in the beam longitudinal direction. The convex portion 231 protrudes upward at the right end portion of the side wall portion 23 and extends in the beam longitudinal direction. The convex portion 232 protrudes downward at the left end portion of the side wall portion 23 and extends in the beam longitudinal direction. The convex portion 323 protrudes downward at the left end portion of the side wall portion 32 and extends in the beam longitudinal direction. The convex portion 331 protrudes downward at the right end portion of the side wall portion 33 and extends in the beam longitudinal direction. The convex portion 332 protrudes upward at the left end portion of the side wall portion 33 and extends in the beam longitudinal direction. In addition, the protrusion height of the convex parts 223, 231, 232, 323, 331, 332 is equivalent to the convex parts 221, 222 and the like. Further, the plate thickness of the convex portions 223, 231, 232, 323, 331, 332 is equal to the plate thickness of the bottom wall portions 21, 31 or the connection wall portion 40. Moreover, you may abbreviate | omit any one or some convex part among the convex parts 222,223,231,232,322,323,331,332 in FIG.

  Moreover, you may set the cross-sectional shape of the front-end part F and the rear-end part R to a shape as shown in FIG.13 and FIG.14. As shown in FIG. 13, the dimension in the beam width direction of one or both of the front end portion F and the rear end portion R may be larger than the dimension in the beam width direction of the central portion O.

10, 10A, 10B, 10C ... Vehicle door impact beam, 20,30 ... groove, 21,31 ... bottom wall, 22,23,32,33 ... side wall, 221,222 , 223, 231, 232, 321, 322, 323, 331, 332... Convex part, 40... Connection wall part, G ... groove part, DR ... door, IP ... inner panel, M ... Intermediate molding member, OP ... Outer panel, V ... Vehicle

Claims (6)

A vehicle door impact beam disposed between a first door panel and a second door panel constituting a vehicle door,
A bottom wall portion extending in a predetermined direction along the first door panel and a pair of side wall portions connected to both end portions in the width direction of the bottom wall portion and extending in the predetermined direction, the second door panel side A first groove that is open toward
A second groove portion disposed at a predetermined interval in the width direction of the first groove portion, the bottom wall portion extending in the predetermined direction along the first door panel, and both ends in the width direction of the bottom wall portion A second groove portion that is connected to each portion and includes a pair of side wall portions that extend in the predetermined direction, and is open toward the second door panel side;
One side wall portion of the pair of side wall portions of the first groove portion, the side wall portion positioned on the second groove portion side, and one side wall portion of the pair of side wall portions of the second groove portion. A connecting wall portion connecting the side wall portion located on the first groove portion side, the connecting wall portion extending in the predetermined direction along the second door panel,
The first groove portion has a convex portion that protrudes from the end on the second door panel side to the inside of the first groove portion and extends in the predetermined direction in the other side wall portion of the pair of side wall portions. ,
The second groove portion has a convex portion that protrudes from the end on the second door panel side to the inside of the second groove portion and extends in the predetermined direction in the other side wall portion of the pair of side wall portions. ,
The door impact beam for vehicles, wherein the first groove portion, the second groove portion, and the connection wall portion are integrally formed using an extrusion molding method. The vehicle door impact beam according to claim 1,
The first groove portion has a convex portion that protrudes from the end on the second door panel side to the outside of the first groove portion and extends in the predetermined direction in the other side wall portion of the pair of side wall portions. ,
The second groove portion has a convex portion that protrudes from the end on the second door panel side to the outside of the second groove portion and extends in the predetermined direction in the other side wall portion of the pair of side wall portions. Vehicle impact beam. The vehicle door impact beam according to claim 2,
The protruding height of the convex portion formed inside the first groove portion and the protruding height of the convex portion formed outside the first groove portion are the same,
The vehicle door impact beam, wherein the protruding height of the convex portion formed inside the second groove portion and the protruding height of the convex portion formed outside the second groove portion are the same. The vehicle door impact beam according to any one of claims 1 to 3,
The bottom wall portion of the first groove portion is formed thicker than the side wall portion of the first groove portion,
A bottom wall portion of the second groove portion is formed thicker than a side wall portion of the second groove portion;
The vehicle door impact beam, wherein the connection wall portion is formed thicker than the side wall portions of the first groove portion and the second groove portion. The vehicle door impact beam according to any one of claims 1 to 4,
The vehicle door impact beam, wherein a groove depth at an end portion in the longitudinal direction of the first groove portion and the second groove portion is smaller than a groove depth at a central portion in the longitudinal direction of the first groove portion and the second groove portion. The vehicle door impact beam according to claim 5,
A portion on the first door panel side of the end portion of the first groove portion is positioned above a portion on the second door panel side;
The vehicle door impact beam, wherein a portion of the end portion of the second groove portion on the first door panel side is positioned below a portion of the second door panel side.

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