DE102021103738A1 - Door structure for a door of a vehicle to protect a vehicle occupant in a side crash - Google Patents

Abstract

The invention relates to a door structure (1) for a door (2) of a vehicle (3) for protecting a vehicle occupant (4) in the event of a side crash, having at least the following components: - a frame element (5) for a hinge (6 ) Closing a door opening (8) between two pillars (9,10) of a body (11) of a vehicle (3) pivotable about a hinge axis (7); - an impact beam (12) which is transverse at a predetermined impact height (13). extends between the two pillars (9,10).- a first connection element (14) for connecting the impact beam (12) to the frame element (5) at the first pillar (9); and - a second connection member (15) for connecting the impact beam (12) to the frame member (5) at the second pillar (10). The door structure (1) is characterized above all in that the first connection element (14) has a first contact surface (16) which is arranged offset towards the impact beam (12) door inwards at the first column (9) and one towards the first pillar (9) pointing surface normals (17). With the door structure proposed here, a vehicle occupant is adequately protected from a side crash with an SUV while at the same time having a low mass.

Description

The invention relates to a door structure for a door of a vehicle to protect a vehicle occupant in the event of a side crash, a door for a vehicle with such a door structure, and a vehicle with such a door.

It is known from the prior art to create safety for a vehicle occupant in the passenger compartment of a vehicle that is appropriate for a side crash. Such measures to date have proven to be deficient in the event of a side impact from large and fast vehicles, for example sport utility vehicles [SUV]. At the same time, however, it is necessary to keep the mass of a vehicle low, especially in view of electromobility and the limited ranges.

Proceeding from this, the object of the present invention is to at least partially overcome the disadvantages known from the prior art. The features according to the invention result from the independent claims, for which advantageous configurations are shown in the dependent claims. The features of the claims can be combined in any technically meaningful way, whereby the explanations from the following description and features from the figures can also be used for this purpose, which include additional configurations of the invention.

• - ein Rahmenelement zum über ein Scharnier um eine Scharnierachse schwenkbaren Verschließen einer Türöffnung zwischen zwei Säulen einer Karosserie eines Fahrzeugs;
• - einen Aufprallträger, welcher sich in einer vorbestimmten Aufprallhöhe quer zwischen den beiden Säulen erstreckt.
• - ein erstes Anschlusselement zum Verbinden des Aufprallträgers mit dem Rahmenelement bei der ersten Säule; und
• - ein zweites Anschlusselement zum Verbinden des Aufprallträgers mit dem Rahmenelement bei der zweiten Säule.

The invention relates to a door structure for a door of a vehicle to protect a vehicle occupant in a side crash, having at least the following components:

• a frame element for closing a door opening between two pillars of a body of a vehicle, which can be pivoted about a hinge axis via a hinge;
• - an impact beam extending transversely between the two columns at a predetermined impact height.
• - a first connecting member for connecting the impact beam to the frame member at the first pillar; and
• - a second connection element for connecting the impact beam to the frame element at the second pillar.

The door structure is primarily characterized in that the first connection element has a first contact surface, which is arranged offset to the impact beam door-inward on the first pillar and has a surface normal pointing towards the first pillar.

Unless explicitly stated otherwise, ordinal numbers used in the description above and below only serve to clearly distinguish them and do not reflect any order or ranking of the components referred to. An ordinal number greater than one does not mean that another such component must necessarily be present.

First of all, it should be pointed out that the impact beam proposed here, in conjunction with the connecting elements integrated into the frame element, can fulfill the side crash, with this door structure being mass-neutral or with only a small additional weight compared to previously known, significantly weaker protection devices against the side crash under consideration is executable. The impact beam is the element into which the impact load of the side crash under consideration is introduced and must therefore be arranged at a suitable impact height. This impact height is set up, for example, for a side impact of large and fast vehicles, for example sports utility vehicles [SUV]. The impact height is therefore independent of the vehicle height of the vehicle equipped with the door structure and the relative position to the door of a vehicle, as well as the impacting structure of the assumed side impact vehicle in a considered load case.

It should be noted that in a preferred embodiment the frame member is of conventional design in whole or in large part. In a preferred embodiment, the frame element is designed independently of the requirements for a side crash.

In a preferred embodiment, the impact beam is an aluminum part, for example an extruded aluminum part, preferably with a framework structure, so that high bending stiffness and high tensile strength are created along the extension of the impact beam between the two pillars of the body in which the door structure is installed. In one embodiment, the impact beam additionally or exclusively comprises a fiber composite material, particularly preferably comprising aramid fibers and fibers comprising aromatic polyamide imides. In one embodiment, the impact beam includes additional energy-absorbing elements, such as honeycombs. In an advantageous embodiment, such an additional structure is not necessary. The impact beam is by means of the Connection elements connected to the frame element, namely with the first connection element at the first pillar and with the second connection element at the second pillar. After installation, the frame element itself is permanently connected to the body of a vehicle in a door opening solely by means of a hinge. In the most common application, the hinge is arranged on an A-pillar of the body, so that the frame element can be pivoted toward the front of the vehicle (that is, in the direction of view of a vehicle occupant) in order to open the door. The hinge axis is then aligned approximately parallel to the A-pillar and/or to the earth's gravitational field. In an alternative embodiment, the hinge is arranged on the B-pillar, so that the door can be pivoted to the rear of the vehicle, or is designed as a so-called wing door, so that the door can be pivoted upwards against the earth's gravitational field. In the case of the column that does not include the hinge, or in the case of both columns (for a wing door), at least one locking eyelet is provided, in which a locking hook of the door engages when the door is properly locked.

In previously known solutions, the impact load of the side crash considered here is only introduced into the frame element or other elements of the door structure or door, so that only the (usually weight-optimized) door structure is available for the destruction of the energy introduced to protect a vehicle occupant. It should be pointed out that with the door structure proposed here it is possible to transfer part of the energy of the side impact into the impact protection structure of the barrier, for example the bumper of an SUV, i.e. into a deformation of the other party involved in the impact and thus into an energy annihilation outside of the vehicle in question to convert

• - der Scharnierachse,
• - der betreffenden Säule und/oder
• - dem Erdschwerefeld.

In contrast to what was previously known, a completely new approach has been chosen here, with the first connection element having a (first) bearing surface which is arranged offset inwards relative to the impact beam, i.e. outside of your neutral line inwardly of the door. Furthermore, this contact surface is aligned in such a way that it has a surface normal, preferably to a surface with an extent and not just a point, particularly preferably with an extent at least parallel to:

• - the hinge axis,
• - the pillar concerned and/or
• - the earth's gravitational field.

The surface normal points to the first column, so that it can be said that the bearing surface is (indirectly) supported on the first column. In the side crash under consideration, the impact beam is deformed as a result of the relative direction of movement toward the vehicle, resulting in a tensile load on the impact beam, as a result of which the bearing surface of the connecting element, which is now offset relative to the door inward, is moved towards the first column and is thus supported on the first column . On the one hand, this has the advantage that additional material beyond the door structure is used to absorb the forces and, on the other hand, that the significantly higher rigidity of the pillar that is usually required (e.g. for other crash scenarios, such as rollover protection) for the crash case considered here is made usable. It should be pointed out at this point that no additional installation space is required for the offset between the impact beam and the first support surface in a suitable embodiment. This is the case on the one hand because the door is for the most part a hollow component and on the other hand because such doors already have sufficient depth in the door-inward direction to provide suitable installation space for the offset. In a preferred embodiment, the offset is approximately 80% [eighty percent] to 90% of the depth of the door structure. If a single connection element of this door structure is set up in this way (compare the embodiment presented below), this first connection element is preferably arranged on the B-pillar, so that an inward deformation of the impact beam at this point is reduced to such an extent that the torso and/or the pelvis of the vehicle occupant can be adequately intercepted there according to the side crash in order to avoid serious injuries.

The connecting element is preferably located inside the door and is not visible or not recognizable to a vehicle occupant. At the same time, the contact surface is arranged as close as possible to a metal sheet (preferably directly adjacent to a metal sheet) of the door panel on the inside of the door, so that the distance to be covered before force-transmitting contact with the associated pillar is small.

In an advantageous embodiment of the door structure, it is also proposed that the second connection element has a second contact surface, which is arranged on the second column offset inward from the impact beam and has a surface normal pointing toward the second column.

It is proposed here that the second connection element is functionally set up in exactly the same way as the first connection element described above and therefore also has a door-inward offset to the impact beam and with its (second) bearing surface points towards the relevant (second) column. The effect here is the same as described above, so that the tensile load together with the door-inward deformation of the impact beam is introduced into the corresponding (second) column and the additional rigidity of the (second) column can be used for energy absorption. With the provision of two such connectors, the door-inward vector component of impact beam deformation is further reduced because energy absorption is directed into the two pillars.

It is also proposed in an advantageous embodiment of the door structure that the bearing surface of at least one of the connection elements has at least one spike, which is formed so as to rise from the relevant bearing surface.
wherein the at least one mandrel is preferably arranged inside a door panel of the relevant door of the vehicle during installation,
particularly preferably door-outward from a sheet metal section of the frame element, which is arranged between the bearing surface in question and the associated column.

It is proposed here that a mandrel is also provided, which rises out of the bearing surface in question and is thus wedged into the frame element at least in the event of a crash, preferably being permanently positioned in at least one sheet metal element of the frame element. In a preferred embodiment, the at least one spike is not visibly arranged, for example within a door panel of the relevant door when the door structure is installed in a door. This is provided, for example, solely for aesthetic requirements and/or to protect against corrosive liquids such as splashing water. In a preferred embodiment, in the side crash under consideration, the spike penetrates an adjacent component, for example a so-called inner door part of the frame element or the door and/or digs into the associated pillar. By means of the clawing of the at least one mandrel, a load introduction into a sheet metal part in the stiffest direction of the sheet metal part, namely in the plane of the sheet metal, is made possible, and the high energy dissipation in the case of a hole reveal or a tearing of the sheet metal under the load of the mandrel is made usable. In a preferred embodiment, exactly two spikes are provided, so that it is ensured that both spikes are brought into engagement. At the same time, it is ensured that a disadvantageous torsion is nevertheless prevented from being generated, which also acts on the connection element or the impact beam and could thus impair optimal load absorption. The sheet metal section between the mandrel and the column is, for example, the so-called inner door part, which is preferably part of the frame element.

It is also proposed in an advantageous embodiment of the door structure that the impact beam and at least one of the connecting elements are formed separately from one another and are connected to one another by means of a non-positive and/or material connection,
wherein a pin is preferably formed by the connection element in question, which extends into a corresponding opening of the impact beam and is set up to absorb shear loads from the non-positive and/or material connection,
the pin being particularly preferably aligned parallel to the bearing surface in question.

In this embodiment it is provided that at least one of the connecting elements, preferably both connecting elements, are formed separately from the impact beam. This enables cost-effective production of the impact beam and the connection element in question, because the requirements for the impact beam (bending and tensile load) are significantly different than for the connection element (local fixation and bending moment). Thus, for example, different materials, manufacturing processes and/or post-treatments as well as manufacturing tolerances can easily be implemented in a cost-efficient manufacturing process for the impact beam and the connecting element as a result of separate design.

In an advantageous embodiment, a purely non-positive connection is formed between the connection element in question and the impact beam, for example by means of a screw connection or riveting. Because such a non-positive connection is subject to a tensile load acting in the direction of the force, such connection means are susceptible to shear loads. It is therefore preferred that a pin is also provided, which preferably (almost) frees the connecting means from shear loads in the case of a force-fit connection and additionally absorbs shear loads in the case of a material-locking connection or absorbs the shear load after the material-locking connection has been overloaded. For example, in a screw connection, the through hole for the screw is provided with a larger clearance than the pin opposite the impact beam.

In an advantageous embodiment, the pin is aligned parallel to the bearing surface, so that a (resulting) straight lever arm is formed from the pin to the bearing surface. In a particularly preferred embodiment the pin is formed in the extension of the beam element (that is, the lever with the length of the offset to the impact beam), which has the bearing surface.

The pin ensures in a simple manner that the impact beam and the separate connection element remain securely connected to one another or that efficient energy transmission is ensured during the side impact load.

It is also proposed in an advantageous embodiment of the door structure that at least one of the connection elements is a forged part, with at least one reinforcement plate preferably being arranged between the connection element and the frame element.

It is proposed here that the connection element is forged and thus has a very high level of strength or rigidity and is ideally set up as a lever element for transmitting a bending load. The connection element in question is preferably made of aluminum, so that the mass is low compared to a conventional (for example one-piece) impact beam, although a significantly higher energy absorption can be achieved with this door structure.

Alternatively or additionally, at least one reinforcement plate is arranged between the connection element and the frame element, so that greater security against the connection between the connection element and the frame element being torn out is created, as well as a higher embedding rigidity. The material of the frame element is therefore included as an energy-absorbing element over the entire duration of the side impact and/or the connection element has a very stiff lever connection there, so that the connection element in question tilts in a defined manner relative to the frame element with its bearing surface into the relevant pillar of the bodywork becomes.

It is further proposed in an advantageous embodiment of the door structure that the impact beam has a predetermined buckling point which is arranged closer to the first connecting element.
wherein the predetermined buckling point in an installation in a vehicle is preferably arranged between the knee and pelvis of a vehicle occupant seated behind the relevant door opening,
particularly preferably in the direction of vision of the vehicle occupant outside of his seat.

Here the impact beam has a desired buckling point by which the impact beam is forced into a triangular deformation (as opposed to arcuate deformation) such that following intrusion the point of maximum door-inward deformation of the impact beam is outside of the range of the pelvis or torso of a vehicle occupant seated behind the relevant door opening. The point of the maximum door-inward deformation of the impact beam is then, for example, shifted forward in comparison to a curved deformation in the viewing direction, preferably shifted to a so-called victim zone. The triangle described herein has a base that corresponds to the undeformed orientation of the impact beam. The other two legs are inclined inwards from the connecting elements to the point of maximum door-inward deformation, ie at or in the area of the desired buckling point.

Alternatively or additionally, the proportion of the tensile load that is distributed to the connection elements is introduced to the first connection element, which is preferably more rigidly connected to the relevant column and/or the frame element, due to the shorter leg of the triangular-like deformation of the impact beam. The first connection element is then preferably arranged on the A pillar.

It is also proposed in an advantageous embodiment of the door structure that the first connection element is arranged at the hinge of the frame element and is connected to a frame-side hinge connection, preferably by means of two connection points, the point of the surface normal pointing towards the first pillar being the first Bearing surface is arranged along the hinge axis between the two connection points.

In this embodiment, the first connection element is provided at the hinge and is connected to a frame-side hinge connection, for example with a force fit and/or with a material bond, preferably both with a force fit and with a material bond. The hinge connection is one of the stiffest elements of the door structure and thus forms a very stiff tipping point for the connection element when firmly connected to the connection element, so that as a result of the tensile load (in the impact beam) the connection element pivots around the hinge connection with its bearing surface towards the relevant column is pivoted. The energy from the impact beam is thus efficiently introduced into the relevant column.

In an advantageous embodiment, in which such a relatively stiff tilting point for the connection in both connection elements element and a contact surface offset inwards of the door is set up to rest on the column in question, the impact beam is advantageously set up primarily or solely for the transmission of a tensile load, it only being necessary to ensure that the impact beam does not tear under the impact load or does not elongate too much (stretches) and consequently is not deformed too far inward of the door. In the connection element designed in this way, the frame element of the door structure itself is almost not involved in the tensile load component of the impact beam with a deformation (only the relevant hinge connection is). In the case of the second connection element, the area of the locking hook (for the locking eyelet for locking the door) is set up to absorb the tensile load.

In an advantageous embodiment, two connection points are formed in the hinge connection, so that in turn good utilization of the connection points and avoidance of a disadvantageous moment on the impact beam is achieved. The connection points are particularly preferably arranged in such a way that they are each arranged in the earth's gravitational field above and below the point (or the point on the bearing surface with the proportion) of the surface normal pointing towards the first column. A tilting about an axis transverse to the connection points and transverse to the surface normal of the first bearing surface thus leads to a self-reinforcing structure, in that the loads are then transferred to the respective relieving connection point. This is because a tensile load of the impact beam is then converted into a compressive load at the relieving connection point, and the pivoting axis of the first connection element is thus reinforced. The same or a similar principle is preferably achieved with the second connection element, for example by means of the mandrel mentioned above and/or the reinforcement plate.

The connection element and the respective hinge connection or the respective hinge connections are particularly preferably formed in one piece with one another and the at least one hinge connection is connected to the frame element or a stiffening structure of the frame element in a materially bonded and/or non-positive manner.

It is also proposed in an advantageous embodiment of the door structure that the surface normal of at least one of the bearing surfaces is aligned pointing through a door seal which is arranged in a vehicle between the frame element and the relevant pillar.

In this embodiment, the bearing surface is arranged in such a way that in the side crash under consideration it is pressed through the door seal onto the relevant pillar, with on the one hand immediately (or with little play) after a very short time, albeit initially not being sufficiently stiff, Contact is created with the pillar and to which there is intrinsically the or with the smallest distance to be overcome by the bearing surface between the door structure and the pillar. Energy is thus introduced almost immediately from the connection element into the relevant column. A free deformation component of the impact beam, in which the bearing surface is not yet positioned in relation to the column in such a way that a load is introduced, is ruled out or limited to a very short period of time.

• - eine Türstruktur nach einer Ausführungsform gemäß der obigen Beschreibung zum Schutz eines Fahrzeug-Insassen bei einem Seitenaufprall;
• - ein Scharnier mit einem Scharnieranschluss zum schwenkbaren Verbinden des Rahmenelements der Türstruktur mit einer betreffenden Säule eines Fahrzeugs;
• - eine Türfensteröffnung und eine Türverkleidung,

wobei der Aufprallträger in relativ zu der Türfensteröffnung fahruntergrundseitig und innerhalb der Türverkleidung angeordnet ist,
wobei bevorzugt die Auflagefläche zumindest eines der Anschlusselemente bei einer Verschluss-Öse der betreffenden Säule angeordnet ist.According to a further aspect, a door for a vehicle is proposed, having at least the following components:

• - a door structure according to an embodiment as described above for protecting a vehicle occupant in a side impact;
• - a hinge with a hinge connection for pivotally connecting the frame member of the door structure to a respective pillar of a vehicle;
• - a door window opening and a door panel,

wherein the impact beam is arranged in relation to the door window opening on the driving surface side and inside the door panel,
the bearing surface of at least one of the connecting elements being preferably arranged at a locking eyelet of the relevant column.

A door for a vehicle is proposed here, which comprises the door structure described above in one of the specified embodiments, a vehicle occupant being efficiently protected against the side crash under consideration by means of this door structure. The door includes a hinge, by means of which the door can be pivoted, for example forwards, backwards or upwards as a wing door. The door also has a door window opening or a window arranged therein and a door panel, which meets aesthetic requirements and/or serves as a support for other elements. The impact beam is located below the door window opening and inside the door panel, noting that the door panels here also include the chassis-side outer panel. The impact beam is preferably offset door-outward relative to the door window opening or the window pane in such a way that an immediate Impact in the window is prevented. In the case of a door that can be pivoted forward, the first connection element is preferably arranged at the hinge connection, preferably connected to the hinge connection, and the second connection element is connected to the frame element at the locking eyelet, preferably with an additional reinforcement plate.

The door proposed here is suitable for absorbing a side crash. In an advantageous embodiment, the mass of this door is not noticeably greater, no greater or even less than that of a conventional door which is not sufficiently designed for such an impact load. Alternatively or additionally, the door is designed largely or completely conventionally or has no additional stiffening elements for this load case, apart from the elements of the door structure explicitly mentioned here, i.e. the impact beam and the two connection elements.

According to a further aspect, a vehicle is proposed, having a plurality of wheels, at least one vehicle seat for a vehicle occupant and a body with two pillars and a door opening formed between them, and a door according to an embodiment according to the above description, the door to the pivotable closing of the door opening is arranged,
wherein the door structure is configured to protect a vehicle occupant seated on the vehicle seat from serious injury as a result of a side impact of a barrier into the door,
preferably wherein the vehicle is a sports car.

The vehicle proposed here is, for example, a motor vehicle, particularly preferably a sports car with a low seat height or entry height, i.e. a high impact height relative to the seat height, for example in the side impact constellation considered, as occurs when a sports car and a side impacting SUV collide . The vehicle seat is arranged relative to the door opening in such a way that a vehicle occupant sitting on it is protected from serious injury, primarily in the area of his pelvis and torso, but preferably also in the area of his thigh, due to the deformation of the door structure or the impact beam resulting from the defined load case and knees or all is protected. The barrier mentioned here is the model-specific representative for the considered side crash with high impact height and large impulse. For example, a so-called sports utility vehicle [SUV] with a very high impact surface and a very high vehicle mass at a potentially very high driving speed (compared to a truck) is represented.

The door proposed here for the vehicle is suitable for absorbing a side crash. In an advantageous embodiment, the mass of this door is not noticeably greater, no greater or even less than that of a conventional door which is not sufficiently designed for such an impact load. Alternatively or additionally, the vehicle or the door is largely or completely conventional or has no additional stiffening elements for this load case, apart from the elements of the door structure explicitly mentioned here, i.e. the impact beam and the two connection elements.

It is also proposed in an advantageous embodiment of the vehicle that the first pillar also has a catch hook with a catch surface, the catch surface being aligned in such a way that it corresponds to a counter surface of the first connecting element such that in the event of a tensile load in the impact beam as a result of a side impact, the catch surface and the mating surfaces are brought into contact with each other,
wherein preferably the first pillar of the vehicle is set up according to an embodiment according to the above description.

In this embodiment, a catch hook is also provided on the first pillar, which is aligned with a counter surface of the first connection element in such a way that on the one hand the door can be freely pivoted to open and on the other hand in the case of the side crash under consideration the catch hook together with the counter surface in contact comes. The catch surface and the counter surface come into contact in such a way that they engage in one another in such a way that the tensile load of the impact carrier can be absorbed by the catch hook and is thus introduced into the first column. In one embodiment, the catch hook, together with the counter surface, also relieves a load on the first contact surface of the first connection element. In another embodiment, a defined tilting point for the first connection element is formed via the catch hook. In the side crash under consideration, as a result of the tensile load in the impact beam, the connecting element is pivoted with the offset relative to the impact beam, with the hinge connection to which the first connecting element being connected preferably being relieved.

It should be pointed out that such a catch hook is not necessary for some applications. Then the first bearing surface has a pivot axis (preferably the hinge connection as) for the first Connecting element sufficient rigidity or causes sufficient energy dissipation.

• 1: eine Türstruktur mit einem Aufprallträger samt zwei separaten Anschlusselementen;
• 2: eine deformierte Türstruktur mit einem Aufprallträger mit Soll-Knickstelle im Vergleich mit einer deformierten konventionellen Türstruktur;
• 3: in einer Detailansicht ein erstes Anschlusselement mit einem Zapfen in einem Rahmenelement;
• 4: in einer Detailansicht ein zweites Anschlusselement in einem Rahmenelement;
• 5: ein erstes Anschlusselement verbunden mit einem Scharnieranschluss;
• 6: in einer Schnittansicht ein separates erstes Anschlusselement mit Zapfen;
• 7: in einer Schnittansicht ein zweites Anschlusselement;
• 8: in einer Detailansicht ein Anschlusspunkt eines Anschlusselements;
• 9: in einer Schnittansicht ein erstes Anschlusselement mit einer Gegenfläche zu einem Fanghaken der ersten Säule; und
• 10: ein Fahrzeug mit einer Tür in einer Türöffnung seiner Karosserie.

The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way restricted by the purely schematic drawings, it being noted that the drawings are not true to scale and are not suitable for defining size relationships. It is presented in

• 1 : a door structure with an impact beam including two separate connection elements;
• 2 : a deformed door structure with a target buckling impact beam compared to a deformed conventional door structure;
• 3 : in a detailed view, a first connection element with a pin in a frame element;
• 4 : a detailed view of a second connection element in a frame element;
• 5 : a first connection element connected to a hinge connection;
• 6 : in a sectional view, a separate first connection element with pin;
• 7 : a second connection element in a sectional view;
• 8th : a detail view of a connection point of a connection element;
• 9 1: in a sectional view, a first connecting element with a counter-surface to a catch hook of the first column; and
• 10 : a vehicle having a door in a doorway of its body.

In 1 a door structure 1 is shown with an impact beam 12 together with two separate connection elements 14,15. The impact beam 12 is connected to a frame element 5 by means of the connecting elements 14, 15 in such a way that protection against an incoming barrier 39 (cf 2 ) is formed at a defined impact height 13. The impact height 13 is defined, for example, by the height of a standard SUV. A door window opening 35 is located above the impact height 13 . The impact beam 12 shown here has (optionally) a desired buckling point 28 which leads to a defined deformation of the impact beam 12 in the side crash under consideration, so that the door form inward limbs of the deformed shape. The location (along the viewing direction 31) of the maximum door-inward deformation is thus precisely defined and is located in the sacrificial zone 44 in this application (cf 2 ). The connection elements 14, 15 are each connected to the frame element 5 with two connection points 34 in a form-fitting manner. In this case, the first connecting element 14 is parallel to a hinge axis 7 (cf 5 ) positioned. The second connection element 15 is fixed further to the rear in the viewing direction 31 in the area of a locking eyelet 36 (here optionally via a reinforcement plate 27) by means of its (here two) connection points 34 on the frame element 5.

In 2 1 is a deformed door structure according to FIG 1 with an impact beam 12 having a desired buckling point 28 in comparison with a deformed conventional door structure 45 in the final state and/or after approximately 60 ms [sixty milliseconds]. The impact beam 12 of the door structure 1 proposed here is connected to a first pillar 9 at a door opening 8 and a second pillar 10 and is deformed at the maximum inwardly of the door at the desired buckling point 28 . The location along the viewing direction 31 is arranged at a sacrificial zone 44 in the front third of the door structure 1 . This results in a tensile load 26 in the deformed impact beam 12. By means of the target buckling point 28 of the impact beam 12, this has a deviating deformation from the conventional door structure 45 (here a deformed conventional impact beam is shown in dashed lines), as a result of which the door structure 1 continues to move in the viewing direction 31 protrudes into the front of the vehicle 3 door-inward. A barrier 39 is absorbed by the impact beam 12 between the first pillar 9 (here the A pillar) and the second pillar 10 (here the B pillar) and it is even possible to convert part of the impact energy into a deformation of the barrier 39 implement. This can be seen from the triangular shape of the barrier 39 which, in the state before the impact, had a first impact surface (for example a bumper) which was approximately parallel to the viewing direction 31 . The barrier 39 is, for example, a motor vehicle with high ground clearance (e.g. greater than 200 mm), high mass (e.g. around 2 tons) and high achievable speed (e.g. above 180 km/h), such as in so-called SUVs Vehicle] given. Well-known SUVs are the Porsche Cayenne, Chevrolet Tahoe and the VW Touareg. As a result, a vehicle occupant 4 sitting on the vehicle seat 38 in the viewing direction 31 is significantly better protected in the area of his knee 29, pelvis 30 and/or torso 46 than with a conventional door structure 45. There (for example in the B-pillar 10) provided side impact airbag 47, by means of which the torso 46 and the pelvis 30 of the vehicle occupant 4 are protected is to be able to unfold in this side crash load case, in contrast to the conventional door structure 45 shown, according to the target and thus protect the vehicle occupants 4 expediently.

In 3 a first connection element 14 with a pin 23 in a frame element 5 is shown in a detailed view. The frame element 5 is connected to an impact beam 12 by means of the first connection element 14, for example as in FIG 1 and 2 shown, connected. The first connecting element 14 is connected to the impact beam 12 by means of a non-positive connection 22 . In this exemplary embodiment, the impact beam 12 has an opening 24 for a pin 23 of the first connection element 14 . The connection element 14 is aligned with a hinge axis 7 in such a way that in the side crash dealt with here at the connection points 34 (cf 5 ) a tilting axis is formed approximately or exactly parallel to the hinge axis 7 . The pin 23 of the first connection element 14 extends in a straight extension to a lever, at the end of which a first bearing surface 16 is formed, through the corresponding opening 24 of the impact beam 12 . Parallel to this, a non-positive connection 22 is formed (here by means of a screw) between the first connection element 14 and the impact beam 12 . With a tensile load 26 in the impact beam 12 (here to the right in the illustration), the opening 24 of the impact beam 12 is first pulled into contact with the pin 23 due to less play and thus at least part of the shear loads 25 (cf 6 ) intercepted by the non-positive connection 22. The first bearing surface 16 already mentioned and arranged at the rear in the illustration is arranged at a door seal 43 . In the event of a tensile load 26 along the impact beam 12 on the non-positive connection 22 and the pin 23 with the tilting axis (roughly) parallel to the hinge axis 7, the (first) contact surface 16 via the door seal 43 with the (first) pillar arranged directly behind it 9 brought into force-transmitting contact (compare 5 ). Optionally, a catch hook 40 is provided here between the impact beam 12 and the (first) bearing surface 16, on which the first connecting element 14 is supported or pivots about it in the side crash considered here.

In 4 a second connection element 15 is shown in a frame element 5 in a detailed view, which is connected to the frame element 5 via a locally reinforcing reinforcement plate 27 . This detailed view shows an impact beam 12 according to one of the preceding figures, for example. The impact beam 12 is connected to the second connection element 15 by means of a non-positive connection 22 (here optionally by means of a screw). The second connection element 15 is fixed to the frame element 5 by means of two connection points 34 (optional here). In this case, the second connection element 15 in the plane of the drawing points at the rear at the end of a lever, as in the case of the first connection element 14 (cf 3 ) has a second bearing surface 18 which is in contact with a door seal 43 . In the event of a tensile load 26 (to the left in the illustration) along the impact beam 12 on the non-positive connection 22 with the tilting axis, for example through the two connection points 34, the (second) bearing surface 18 is connected via the door seal 43 to the (second) one located directly behind it. Column 10 brought into force-transmitting contact (compare 7 ).

In 5 a first connection element 14 connected to a hinge connection 33 is shown. In this embodiment, the first connecting element 14 is in two individual elements of a hinge 6 for the frame element 5 or the door 2 (cf 10 ) is provided and connected to a frame-side hinge connection 33, for example both force-fitting and material-to-material (cf 8th ). The hinge 6 is permanently connected to the frame element 5 and the (first) pillar 9 of a body 11 of a vehicle 3 . The (here two) connection points 34 of the first connection element 14 are arranged coaxially to the corresponding hinge axis 7, for example parallel to the earth's gravitational field (not shown here, vertical in the image plane). The first connection element 14 includes a first support surface 16 which is aligned approximately parallel to the hinge axis 7 . In this embodiment, a catch hook 40 (for example according to 9 ) is provided, which is firmly connected to the first column 9 and is preferably spaced apart from the door structure 1 (more precisely from the first connection element 14) in normal operation. Only in the event of a side impact does the catch hook 40 come into force-transmitting contact with the first connecting element 14 . In the middle of the first connection element 14 is a pin 23 (e.g. according to 4 ) is provided, which extends through the impact beam 12. The impact beam 12 is connected in parallel to the first connection element 14 by means of a non-positive connection 22 .

In 6 a separate first connection element 14 with pins 23 is shown in a sectional view, which is connected to an impact beam 12 (for example as shown in one of the previous figures). In a corresponding opening 24 in the impact beam 12 there is a non-positive connection by means of a screw for transmitting the tensile force (to the right in the illustration) of the impact beam 12 in the side crash under consideration tion 22, and by means of a pin 23 formed a positive connection. The shear loads 25 resulting from the tensile load 26 of the impact beam 12 are intercepted by the non-positive connection 22 by means of the pin 23 in interaction with the opening 24 for pin 23 (with less play than with the screw shank).

A frame element 5 of a door structure 1 is shown on the left-hand edge of the figure, which extends past a first column 9 (upward in this illustration). The frame element 5 includes a sheet metal section 21 which forms the door panel 20 . As shown on the left, a door seal 43 is in contact with the door panel 20 of the frame element 5 and attached to the first pillar 9. Its surface normal 17 extends from the first bearing surface 16 through the door seal 43 to the section of the first pillar 9 there. The first bearing surface 16 of the first connecting element 14 is arranged with a door-inward offset to the impact beam 12, so that a knee-lever effect under the illustrated tensile load 26 is enforced. The first bearing surface 16 crushes the door seal 43 and is supported on the first column 9, while the (preferably two) connection points 34 (cf 5 ) and/or a catch hook 40 (cf 9 ) define a tilting axis, with the introduction of a (e.g. tensile) load in the hinge 6 or in the catch hook 40 and thus in the first column 9.

In 7 a second connection element 15, here (optional) with a mandrel 19, is shown in a sectional view. According to the illustration at the bottom edge of the figure, an impact beam 12 is connected to the second connection element 15, for example according to one of the preceding figures, for example as in FIG 4 shown. In this illustration at the bottom right, an (outer) door seal 43 is positioned, to which a second pillar 10 is connected. In this representation, the second pillar 10 is arranged on the right and above (door-inward) approximately parallel to a sheet metal section 21 of the frame element 5 forming the door lining 20 . An (inner) door seal 43 which is in contact with the frame element 5 is positioned at the upper (door-inward) end of the frame element 5 as shown. According to the illustration, the second connecting element 15 is arranged in the immediate vicinity or in contact below (outside the door) of the sheet metal section 21 mentioned. In this exemplary embodiment, the second connection element 15 comprises one (preferably two) mandrel 19 and, with this mandrel 19 , borders on the named sheet metal section 21 at the (inner) door seal 43 . The mandrel 19 extends (in this case optionally towards the door) out of the (second) bearing surface 18 of the (second) connecting element 15 . The second bearing surface 18 has a surface normal 17 which points in the direction of the (inner) door seal 43 . A door-inward offset (that is, distance or lever) is formed between the impact beam 12 and the (second) bearing surface 18 . In the side crash considered here, the mandrel 19 digs into the door panel 20 and possibly also into the (second) pillar 10, so that the tensile load 26 in the impact beam 12 presses the second bearing surface 18 on the (inner) door seal 43 against the (second) Column 10 is pressed. The connection points 34 (compare 4 ) form a counterforce with the deformation of the sheet metal section 21 of the door panel 20 and cause (additionally) a knee-lever effect.

In 8th a connection point 34 of a connection element 14,15 is shown in a detailed view. In this embodiment, the connecting element 14, 15 is connected to a frame element 5, namely by means of a plurality of (two visible here) weld seams 48 materially bonded and fixed by means of a screw or rivet, the head 49 of which can be seen here, non-positively. This non-positive connection is preferably formed with the hinge connection 33 and the material connection with a sheet metal of the frame element 5.

In 9 a first connection element 14 with a mating surface 42 for a catch hook 40 of the first column 9 is shown in a sectional view. The catch hook 40 is aligned with its catch surface 41 in such a way that the catch surface 41 comes into contact with a counter surface 42 of the connecting element 14 in the event of the side crash considered here. This ensures that the tensile load 26 (compare 3 ) of the impact beam 12 can be picked up by the catch hook 40 and is thus introduced into the first column 9 . The catch hook 40 then forms, together with the mating surface 42 of the first connection element 14, a tilting axis as is the case in connection with the embodiment 5 is described. Reference is made to the description there without excluding the general public.

In 10 a vehicle 3 with a door 2 in a door opening 8 of its body 11 is shown. As usual for the prudence of the vehicle occupant 4, the door 2 includes a door window opening 35. The vehicle 3 stands with its wheels 37 on the driving surface 50, which serves as a reference line for an impact height 13. For example, the difference in height to your own bumper is 100 mm to 150 mm. In this exemplary embodiment, the vehicle 3 comprises a first pillar 9 (A pillar), in the viewing direction 31 in front of the vehicle occupant 4 and, as shown, on the left, a second pillar 10 (B pillar), in the viewing direction 31 (usually overlapping) behind the vehicle -Inmates 4 and representational according to the right. A door opening 8 is formed between the two columns 9 , 10 , in which a door 2 is preferably arranged such that it can pivot around the A column 9 in the forward direction 31 . The columns 9, 10 form part of a body 11 of the vehicle 3. In this exemplary embodiment, the interior of the vehicle 3 comprises at least one vehicle seat 38 (here the driver's seat or, in the case of left-hand traffic, the front passenger's seat) with a seat surface 32, on which a vehicle occupant 4 in Viewing direction 31 sits looking. His knee 29 is positioned approximately at the impact height 13 , his pelvis 30 is positioned below the impact height 13 and his torso 46 overlaps with the impact height 13 .

With the door structure proposed here, a vehicle occupant is adequately protected from a side crash with an SUV while at the same time having a low mass.

Reference List

1

door structure

2

door

3

vehicle

4

vehicle occupant

5

frame element

6

hinge

7

hinge axis

8th

doorway

9

first pillar

10

second pillar

11

body

12

impact beam

13

impact height

14

first connection element

15

second connection element

16

first bearing surface

17

surface normal

18

second bearing surface

19

mandrel

20

door panel

21

sheet metal section

22

strong connection

23

cones

24

Opening for pegs

25

shear loads

26

tensile load

27

reinforcement plate

28

nominal kink point

29

Knee

30

pool

31

line of sight

32

seat

33

hinge connection

34

connection point

35

door window opening

36

Closure eyelet

37

wheel

38

vehicle seat

39

barrier

40

catch hook

41

catch surface

42

counter surface

43

door seal

44

victim zone

45

conventional door structure

46

torso

47

Side impact airbag

48

Weld

49

head

50

driving surface

Claims (10)

Door structure (1) for a door (2) of a vehicle (3) to protect a vehicle occupant (4) in a side crash, having at least the following components: - a frame element (5) for a hinge (6) about a hinge axis (7) pivotally closing a door opening (8) between two pillars (9,10) of a body (11) of a vehicle (3); - An impact beam (12) which extends transversely between the two columns (9,10) at a predetermined impact height (13). - a first connection member (14) for connecting the impact beam (12) to the frame member (5) at the first pillar (9); and - a second connection element (15) for connecting the impact beam (12) to the frame element (5) at the second pillar (10), characterized in that the first connection element (14) has a first bearing surface (16) which faces the Impact beam (12) offset door-inward at the first pillar (9) and one towards the first column (9) pointing surface normal (17). Door structure (1) according to claim 1 , wherein the second connection element (15) has a second bearing surface (18) which is arranged offset inward to the impact beam (12) at the second column (10) and a surface normal (17 ) having. Door structure (1) according to claim 1 or claim 2 , wherein the bearing surface (18) of at least one of the connection elements (15) has at least one mandrel (19) which is formed so as to rise out of the relevant bearing surface (18), the at least one mandrel (19) preferably being installed within a door panel (20) of the relevant door (2) of the vehicle (3), particularly preferably outside the door of a sheet metal section (21) of the frame element (5), which is arranged between the relevant bearing surface (18) and the associated pillar (10). is. Door structure (1) according to any one of the preceding claims, wherein the impact beam (12) and at least one of the connecting elements (14) are formed separately from one another and are connected to one another by means of a non-positive and/or material connection (22), whereby a pin (23) is preferably formed by the connecting element (14) in question, which extends into a corresponding opening (24) of the impact beam (12) and for absorbing shear loads (25) from the non-positive and/or material connection (22 ) is set up, with the pin (23) being particularly preferably aligned parallel to the bearing surface (16) in question. Door structure (1) according to one of the preceding claims, wherein at least one of the connection elements (14,15) is a forged part, with at least one reinforcement plate (27) preferably being arranged between the connection element (15) and the frame element (5). Door structure (1) according to any one of the preceding claims, wherein the impact beam (12) has a predetermined buckling point (28) which is arranged closer to the first connection element (14), wherein the predetermined buckling point (28) in an installation in a vehicle (3) is preferably arranged between the knee (29) and pelvis (30) of a vehicle occupant (4) sitting behind the relevant door opening (8), particularly preferably in the line of sight (31) of the vehicle occupant (4) outside of his seat (32). Door structure (1) according to any one of the preceding claims, wherein the first connection element (14) is arranged at the hinge (6) of the frame element (5) and is connected to a frame-side hinge connection (33), preferably by means of two connection points (34), the point of the surface normal (17) of the first support surface (16) pointing towards the first column (9) being arranged along the hinge axis (7) between the two connection points (34). Door (2) for a vehicle (3), having at least the following components: - A door structure (1) according to any one of the preceding claims for protecting a vehicle occupant (4) in a side impact; - a hinge (6) having a hinge connection (33) for pivotally connecting the frame member (5) of the door structure (1) to a respective pillar (9) of a vehicle (3); - A door window opening (35) and a door panel (20), wherein the impact beam (12) is arranged relative to the door window opening (35) on the driving surface side and inside the door panel (20), with the contact surface (18) preferably having at least one of the connecting elements ( 15) is arranged at a locking eyelet (36) of the relevant column (10). Vehicle (3), having a plurality of wheels (37), at least one vehicle seat (38) for a vehicle occupant (4) and a body (11) with two pillars (9,10) and a door opening (8) formed between them , as well as a door (2). claim 8 , wherein the door (2) is arranged to pivotably close the door opening (8), wherein the door structure (1) is set up to protect a vehicle occupant (4) sitting on the vehicle seat (38) from serious injury as a result of a side impact To protect barrier (39) in the door (2), wherein preferably the vehicle (3) is a sports car. Vehicle (3) according to one of the preceding claims, wherein the first column (9) also has a catch hook (40) with a catch surface (41), the catch surface (41) corresponding to a counter-surface (42) of the first connection element (14 ) is aligned such that in the event of a tensile load (26) in the impact beam (12) as a result of a side impact, the catch surface (41) and the counter surface (42) are brought into contact with one another, with the first pillar (9) of the vehicle (3) preferably after claim 7 is set up.

Images