JP2005138661A - Vehicle door structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle door structure enhancing door reaction force at the time of side surface collision, and certainly dispersing a load inputted in a guard bar to a vehicle body side. <P>SOLUTION: A guard bar expanding movement control portion 100 is arranged at a front end portion 14a of a curved guard bar 14, and axial force Fc in a compressing direction acting on the curved guard bar 14 is transmitted to a front pillar 4. A fixing portion 110 is arranged at a rear end portion 14b of the curved guard bar 14, and movement in a fore-and-aft direction and a vehicular width direction of the front curved guard bar 14 is securely regulated. Therefore, the axial force Fc is generated on the curved guard bar at the time of side collision, and a vehicle door 1 obtains high door reaction force immediately after the collision. A collision load is efficiently dispersed to a pillar 4, and the axial force Fc of the curved guard bar 14 is concentrated in the guard bar expanding movement control portion 100 by the fixing portion 100. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle door structure that efficiently transmits a load input to a door during a side collision to the vehicle body side.

As a vehicle door structure that enhances the reaction force of the door at the time of a side collision, the tip of the guard bar (door beam) disposed inside the door protrudes so as to overlap the pillar in a side view of the vehicle body, and the protruding portion at the time of a side collision Can be received by the pillar, so that the collision load can be transmitted from the door to the pillar side. There is known one that can prevent from being detached from the pillar (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 2001-310663 (page 3-4, FIG. 2)

  However, in this conventional vehicle door structure, since it is necessary to leave a large gap between the protruding end of the guard bar and the pillar in order to open and close the door, the door of the guard bar is deformed in the event of a side collision. It takes time until the tip protrusion comes into contact with the pillar, and a delay occurs until the collision load input to the guard bar is distributed to the pillar, thereby reducing the effect of reducing the door entry speed.

  In addition, when engaging protrusions are provided on both the tip protruding portion and the pillar of the guard bar, when the collision load is input to the central portion of the guard bar, the central portion of the guard bar is located in the vehicle interior after the engaging protruding portions are engaged. Therefore, the engagement projections engaged with each other are disengaged, and the load in the latter half of the collision cannot be efficiently distributed to the pillars.

  Therefore, the present invention provides a vehicle door structure that can increase the door reaction force from the beginning of a collision at the time of a side collision and can disperse a load input to a guard bar to pillars.

The present invention relates to a door hinge that removably connects one end of a door in the front-rear direction to a door opening of a vehicle body, and a door lock mechanism that removably connects an end of the door opposite to the door hinge to a door opening. A door connecting member such as
A curved guard bar disposed in the front-rear direction inside the door and having a center part in the front-rear direction curved outward in the vehicle width direction;
A straight guard bar that linearly connects both ends of the curved guard bar;
A guard bar extension movement control unit that is provided at one end of the curved guard bar and transmits the axial force in the compression direction acting on the curved guard bar to the pillar that constitutes the door opening;
The main feature is that it includes a fixed portion that is disposed at the other end of the curved guard bar and restricts movement of the curved guard bar in the front-rear direction and the vehicle width direction.

  In the vehicle door structure of the present invention, when a load is input to the side of the door due to a side collision, the load acts on the central portion where the curved guard bar disposed inside the door protrudes most outward in the vehicle width direction. An axial compressive force (axial force) is generated on the curved guard bar, and a high door reaction force is obtained on the vehicle door immediately after the collision, thereby reducing the door entry speed.

  As the collision phenomenon proceeds, the axial force in the compression direction acting on the curved guard bar is input to the guard bar extension movement control unit, and the guard bar extension movement control unit can transmit the axial force to the pillar. The collision load can be distributed to the highly rigid portion of the opening.

  In addition, a fixed part is provided at the other end of the curved guard bar to restrict the movement of the curved guard bar in the front-rear direction and the vehicle width direction, so the axial force of the curved guard bar is concentrated on the guard bar extension movement control unit. Thus, the function of the guard bar extension movement control unit can be sufficiently exhibited.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1 to 8 show a first embodiment of a vehicle door structure according to the present invention, FIG. 1 is an overall perspective view of a vehicle body showing a front door and a rear door separately, and FIG. 2 is a front door (a). FIG. 3 is a perspective view showing the entire rear door with the outer door panel removed, and FIG. 3 is a perspective view showing the rear door with the entire rear door in FIG. 3A, and FIG. 4 with the outer door panel removed in FIG. FIG. 5A is a perspective view showing a mounting structure of a vehicle body, FIG. 5B is a front end portion of a curved guard bar, and FIG. 5C is a rear end portion. FIG. FIG. 6 is a cross-sectional view illustrating the behavior of the curved guard bar at the time of a side collision in order from (a) to (c), and FIG. 7 is a curved guard bar at the time of a side collision. FIG. 6 is a cross-sectional view sequentially showing the behavior of (d) to (e) following FIG.FIG. 8 is a graph of the energy absorption waveform of the main energy absorption part shown by the relationship between the door reaction force and the door penetration amount at the time of collision.

  As shown in FIG. 1, the vehicle door structure of the first embodiment includes a front door 1 and a rear door 2, and the front door 1 includes a front pillar 4, a center pillar 5, a roof side rail 6, and a side sill of a vehicle body 3. The rear door 2 is disposed in a rear door opening 8a surrounded by a center pillar 5 and a rear pillar 9 and a roof side rail 6 and a side sill 7 of the vehicle body 3. is there.

  And while attaching the front side edge of the front door 1 to the front pillar 4 via the front door hinge 10 as a connection member at the upper and lower two places, the front side edge of the rear door 2 is used as the connection member at the two upper and lower parts. The rear door hinge 11 is attached to the center pillar 5 so as to be openable and closable.

  The rear edge of the front door 1 is detachably connected to the center pillar 5 via a door lock body 12 on the door side as a door lock mechanism and a front striker 12a on the vehicle body side, and the rear edge of the rear door 2 Are coupled to the rear pillar 9 via a door lock body 13 on the door side as a door lock mechanism and a rear striker 13a on the vehicle body side so as to be detachable.

  FIG. 2 (a) shows the front door 1. As shown in FIG. 2 (b), the front door 1 has a central portion in the front-rear direction on the door inner panel 1b side from which the door outer panel 1a has been removed. A front curved guard bar 14 that curves outward in the vehicle width direction and a front straight guard bar 15 that linearly connects both ends of the front curved guard bar 14 are disposed in the front-rear direction.

  The front end portions 14a and 15a of the front curved guard bar 14 and the front straight guard bar 15 are connected to the vicinity of the front door hinge 10 via a front hinge side connecting member 16, and the front curved guard bar 14 and the front front guard bar 14 The rear end portions 14 b and 15 b of the straight guard bar 15 are connected to the vicinity of the door lock main body 12 via a front lock side connecting member 17.

  3 (a) shows the rear door 2. Inside the rear door 2, as shown in FIG. 3 (b), the front door 1 and the door inner panel 1b are removed from the door inner panel 1b. Similarly, a rear curved guard bar 18 whose center in the front-rear direction is curved in the vehicle width direction and a rear straight guard bar 19 that linearly connects both ends of the rear curved guard bar 18 are disposed in the front-rear direction.

  The front end portions 18a and 19a of the rear curved guard bar 18 and the rear straight guard bar 19 are connected to the vicinity of the rear door hinge 11 via a rear hinge side connecting member 20, and the rear curved guard bar 18 and the rear straight guard bar 18 are also connected. The rear end portions 18 b and 19 b of the guard bar 19 are connected to the vicinity of the door lock main body 13 via a rear lock side connecting member 21.

  The front curved guard bar 14 and the rear curved guard bar 18 are formed by a rod-shaped hollow body having a predetermined cross-sectional rectangular shape, and the front straight guard bar 15 and the rear straight guard bar 19 are strip-shaped plates having a predetermined thickness. The mounting position is determined so as to be the bumper height of the vehicle, assuming that the vehicle is a vehicle that has a side collision (hereinafter referred to as a side collision).

  On the other hand, as shown in FIGS. 4B and 4C, in the front door 1, each of the front hinge side connecting member 16 and the front lock side connecting member 17 is formed of a high strength member. 17 are bent in an L shape, and the front end portions 14a and 15a of the front curved guard bar 14 and the front straight guard bar 15 are attached to the door inner panel 1b.

  Similarly, even in the rear door 2, the rear hinge side connecting member 20 and the rear lock side connecting member 21 are each formed of a high-strength member, and each of the connecting members 20, 21 is bent into an L shape, The front end portions 18a and 19a of the rear curved guard bar 18 and the rear straight guard bar 19 are attached to the door inner 2b.

  Here, in the present embodiment, as shown in FIG. 4B, a guard bar extension movement control unit 100 is disposed at the front end (one end) 14 a of the front curved guard bar 14, and compression acting on the curved guard bar 14 is performed. The axial force in the direction is transmitted to the front pillar 4 constituting the front side portion of the door opening 8.

  Further, as shown in FIG. 4 (c), a rear support bracket 106 as a fixed portion is disposed at the rear end portion (other end portion) 14b of the curved guard bar 14, and the front curved direction and the vehicle width of the front curved guard bar 14 are arranged. The movement of the direction is firmly regulated.

  The rear support bracket 106 is coupled across both side surfaces of the front lock side connecting member 17. In this embodiment, the rear support bracket 106 is formed of a high strength member, and the rear support bracket 106 is attached to the mounting bracket 106 a. The rear end portion 14b of the front curved guard bar 14 is joined and supported through the via.

  Accordingly, the rear end portion 14b of the curved guard bar 14 is firmly coupled to the door inner panel 1b via the high-strength rear support bracket 106 and the front lock side connecting member 17, and is further firmly supported by the pillar 5. The

  Of course, as shown in FIG. 4 with parentheses, the guard bar extension movement control unit 100 can be provided at the front end part 18a even in the rear curved guard bar 18 like the front curved guard bar 14, A fixing portion 106 can be provided at the rear end portion 18b.

  In the following description, it is assumed that the guard bar extension movement control unit 100 and the fixing unit 106 are provided on both the front curved guard bar 14 and the rear curved guard bar 18, respectively, and the front and rear curved guard bars 14, 18 and the front and rear doors. The members corresponding to 1 and 2 are described with the front and rear parts omitted and with the reference numerals.

  The guard bar extension movement control unit 100 is provided at the front end portions of the doors 1 and 2, and has an opening 105 as a movement allowing portion that allows the front end portions of the curved guard bars 14 and 18 to move outward of the door, and the curved guard bar. 14 and 18, guide portions 101 for restricting movement of the front end portions 14 a and 18 a in the axial direction, door-side lock portions 102 provided at the front ends of the front end portions 14 a and 18 a of the curved guard bars 14 and 18, A front pillar 4 constituting the front side portion of 8a, and a vehicle body side lock portion 103 which is provided on the center pillar 5 and engages with the door side lock portion 102 by the movement and proximity of the front end portions of the curved guard bars 14 and 18. ing.

  The guide portion 101 has a guide groove 101a formed so as to penetrate the upper and lower surfaces of the front end portions 14a and 18a of the curved guard bars 14 and 18 formed in a rectangular cross section, and is slidable in the guide groove 101a. And a stay 101c for fixing the guide bolt 101b to the doors 1 and 2 side.

  The guide groove 101a includes a front-rear direction portion 101a 'extending rearward from the front end direction of the curved guard bars 14, 18, and a rear end portion of the front-rear direction portion 101a' continuously outward in the vehicle width direction. The front end is formed in a substantially L-shape by a horizontal portion 101a ″ that is slightly inclined rearward of the vehicle body.

  The stay 101c is formed of a pair of rectangular plates disposed on the upper and lower surfaces of the front end portions 14a and 18a of the curved guard bars 14 and 18, and flanges 101c 'formed on two sides of the stay 101c are opposed to each other. The stays 101c are joined to the door inner panels 1b and 2b so as to be substantially horizontal.

  Bolt insertion holes 101c "are formed in portions of the upper and lower stays 101c corresponding to the guide grooves 101a. The nuts are inserted through the bolt insertion holes 101c" and the guide grooves 101a and inserted through the guide bolts 101b. It is fixed by 101b '.

  The guide portion 101 is provided with a stopper 104 as first energy absorbing means for locking the guide bolt 101b to the front end portion of the guide groove 101a with a predetermined blocking force, and one end of the curved guard bars 14 and 18 is provided. As the portions 14a and 18a move in the axial direction, the axial force of the curved guard bars 14 and 18 is absorbed.

  The stopper 104 is attached across the guide groove 101a so as to surround the guide bolt 101b inserted through the guide groove 101a, and a relative relative to the vehicle body in the longitudinal direction between the guide bolt 101b and the curved guard bars 14 and 18 is more than a predetermined amount. When the moving force is applied, the stopper 104 is broken and the guide bolt 101b is allowed to pass through.

  The stopper 104 is formed of, for example, a foam metal that breaks at a predetermined load or higher, or a soft metal that is bent and deformed at a predetermined load or higher, or has a welded portion that peels at a predetermined load or higher. Thus, the collision energy at the time of a side collision can be absorbed by such a breakage, bending, or peeling.

  As shown in FIG. 4B, the door-side lock portion 102 is a bifurcated member 102b provided with a latch claw 102a that is coupled to the front ends of the curved guard bars 14 and 18 by welding or the like and is spring-biased in the closing direction. The latch claw 102a is pivotally supported on one projecting portion of the bifurcated member 102b so that the latch claw 102a is pivoted in the bifurcated inward direction, and the bifurcated member 102b as shown in the figure. A state where both projecting portions facing each other are closed is a closed state.

  The bifurcated tip of the bifurcated member 102b of the door side lock 102 faces the front of the vehicle body from the hinge side connecting members 16 and 20 facing the pillars 4 and 5 and the opening 105 formed in the door inner panel 1b.

  As shown in FIG. 4 (b), the vehicle body side lock portion 103 includes a lock shaft 103 a disposed at a portion of the pillars 4, 5 facing the door side lock portion 102, and the lock shaft 103 a is connected to the pillars 4, 5. Is disposed in a vertical direction in a recess 103b formed on the rear surface of the vehicle body.

  Accordingly, when the front end portions 14a and 18a protrude from the opening 105 due to the side collision load, the curved guard bars 14 and 18 extend in a straight line direction, and the latch pawl 102a is pressed by the lock shaft 103a and rotates. The lock shaft 103a is taken into the bifurcated member 102b, and when the take-in is completed, the latch claw 102a is closed. In this closed state, the lock shaft 103a is prevented from being detached from the bifurcated member 102b, The door side lock portion 102 and the vehicle body side lock 103 are securely engaged.

  On the other hand, the straight guard bars 15 and 19 are connected at the front end portions 15a and 19a to the hinge side connecting members 16 and 20, respectively, but the connecting portions are further extended and the extended end portions 15c are extended. , 19c are bent outward in the vehicle width direction and coupled to the side surfaces of the front end portions 14a, 18a of the curved guard bars 14, 18.

  According to the vehicle door structure of the first embodiment having the above configuration, as shown in FIG. 5A, an object K such as a barrier collides with the side surface of the vehicle 3 on which the front door 1 and the rear door 2 are provided. When the load F is input, first, the door outer panels 1a and 2a (see FIGS. 2 and 3) which are the surfaces of the front door 1 and the rear door 2 that have collided start to be deformed. The side impact load F is input to the front and rear curved guard bars 14 and 18 disposed inside the vehicle.

  Then, the front and rear curved guard bars 14 and 18 have a curved shape in which the central portion protrudes outward in the vehicle width direction. Therefore, as shown in FIG. As shown in FIG. 6A, the front and rear curved guard bars 14 and 18 try to extend the curved front and rear curved guard bars 14 and 18 when the side impact load F is input to the portion. The front and rear straight guard bars 15 and 19 generate a pulling force Fr to obtain a high door reaction force on the front and rear doors 1 and 2 immediately after the collision, thereby reducing the door entry speed. Can be made.

  At this time, since the guide portions 101 are provided at the front end portions 14a and 18a of the curved guard bars 14 and 18, the curved guard bars 14 and 18 and the guide bolts are extended by the extension of the curved guard bars 14 and 18, as shown in FIG. The guide groove 101a moves along the guide bolt 101b while restricting the behavior of the front end portions 14a and 18a. At this time, the guide bolt 101b breaks the stopper 104 to absorb the collision energy. To do.

  Further, as shown in FIG. 6C, the bifurcated member 102b extends from the opening 105 and protrudes outside the door by the extension of the curved guard bars 14 and 18, and the bifurcated member 102b is locked to the pillars 4 and 5. As shown in FIG. 7 (d), the lock shaft 103a is engaged with the bifurcated member 102b to be locked, and the axial force Fc of the curved guard bars 14, 18 is distributed to the pillars 4, 5 as shown in FIG. Can communicate.

  Further, in this state, the door outer panels 1a and 2a are deformed by the side impact load F, but the collision load F is not transmitted to the door inner panels 1b and 2b, and the load F is efficiently applied to the pillars 4 and 5 from the initial stage of the collision. Can be well dispersed.

  At this time, the straight guard bars 15 and 19 are bent at their extended end portions 15c and 19c and joined to the front end portions 14a and 18a of the curved guard bars 14 and 18, respectively. Accordingly, the bent portions of the extended end portions 15c and 19c are extended, and when the curved guard bars 14 and 18 are extended substantially linearly as shown in FIG. The straight portions including the extending portions 15c and 19c are linear, and the front end portions 15a and 19a of the straight guard bars 15 and 19 are continuously connected to the door side lock portion 102 and the vehicle body side lock portion 103 at the shortest distance. .

  Accordingly, when the straight guard bars 15 and 19 are continuously coupled to the door side lock portion 102 and the vehicle body side lock portion 103 in this way, the side collision further proceeds and the collision load F is input to the straight guard bars 15 and 19. In this case, the reaction force can be launched at an early stage.

  Here, the change in the collision energy input to the vehicle 3 at the time of a side collision is shown in FIG. 7 with the relationship between the door reaction force and the door intrusion amount, and the characteristic A indicated by the solid line in FIG. The characteristic B shown by the broken line is the case of the conventional door structure.

  That is, according to the characteristic A of the present embodiment, the convex portion is obtained by the reaction force P1 by the curved guard bars 14 and 18 at the initial input of the side collision load F, and the shaft input to the curved guard bars 14 and 18 by the destruction of the stopper 102a. The force Fc is absorbed to reduce the impact, and the waveform including the energy absorption becomes convex at the P2 portion.

  Further, in the later stage of the side collision, the straight guard bars 15, 19 and the door side lock portion 102 and the vehicle body side lock portion 103 are continuously coupled, so that the door reaction force can be increased at the P3 portion, and the P1, P2 portion is increased. In combination, the amount of the doors 1 and 2 entering the passenger compartment can be reduced efficiently.

  By the way, in this embodiment, since the guard bar extension movement control unit 100 includes the opening 105, the guide unit 101, the door side lock unit 102, and the vehicle body side lock unit 103, in addition to the above-described effects, the guide The behavior of the front end portions 14a, 18a of the curved guard bars 14, 18 can be reliably regulated by the portion 101, and the door side lock portion 102 can be reliably engaged with the vehicle body side lock portion 103 through the opening 105. 18 axial force Fc can be reliably distributed and transmitted to the pillars 4 and 5 side.

  The fixed portion 106 is welded to the rear end portions 14b and 18b of the curved guard bars 14 and 18 as a rear support bracket formed of a high-strength member, and the rear support bracket 106 is connected to the door via the lock side connecting members 17 and 21. Since it is connected in the vicinity of the lock main bodies 12 and 13, the straight guard bars 15 and 19 connected to the ends of the curved guard bars 14 and 18 and the vicinity of the door lock main bodies 12 and 13 can be firmly connected. The pillars 4, 5 and 5, 9 facing the vehicle front and rear of the door openings 8 and 8a through the guard bars 15 and 19 can be continuously coupled to efficiently transmit the side impact load F to the vehicle body side. .

  Further, the guide portion 100 is provided with a stopper 102a as a first energy absorbing means for absorbing the axial force Fc of the curved guard bars 14, 18 as the front end portions 14a, 18a of the curved guard bars 14, 18 move in the axial direction. Therefore, the collision energy can be absorbed by the stopper 102a being destroyed by the interference of the guide bolt 101b at the time of a side collision, so that the impact on the passenger due to the collision can be efficiently reduced.

  9 to 11 show a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 9 is a front end of a curved guard bar. FIG. 10 is a cross-sectional view illustrating the behavior of the curved guard bar at the time of a side collision in the order of (a) and (b), and FIG. 11 is a diagram showing the door reaction force and door penetration amount at the time of collision. It is a graph of the energy absorption waveform of the main energy absorption part shown by these relationships.

  In the vehicle door structure of the second embodiment, as shown in FIG. 9, the guard bar extension movement control unit 100 is opposed to the front end surfaces of the curved guard bars 14 and 18 at the ends of the doors 1 and 2. A slit 107 as a movement-permitting portion formed in a U shape surrounding the upper and lower regions R and the outside in the vehicle width direction, and the front end portions 14a and 18a of the curved guard bars 14 and 18 are In the vicinity of the guide portion 101 that restricts movement in the axial direction and the front end portions 14a and 18a of the curved guard bars 14 and 18, the slit 107 of the doors 1 and 2 is allowed to move together with the front end surfaces 14a and 18a of the curved guard bars 14 and 18. The hook 108 as a door-side lock portion provided on the outer surface of the R portion, and the hook 10 by the proximity of the curved guard bars 14 and 18 provided at the door openings 8 and 8a. A vehicle body-side lock portion 103 engages, in constructed that a.

  In this embodiment, the guide portion 101 and the vehicle body side lock portion 103 have the same configuration as that of the first embodiment, the description thereof will be omitted, and the configuration of the hook 108 will be described later. .

  A free end portion (an end portion on the outer side in the vehicle width direction) of the region R surrounded by the U-shaped slit 107 is formed in a door inner panel 1b by a support plate 109 as a second energy absorbing means bent in a U shape. , 2b are connected to and supported by the general portions, and the support plate 109 is deformed by applying the axial force Fc of the curved guard bars 14, 18 to the support plate 109.

  Therefore, according to the second embodiment, as shown in FIG. 10A, the curved guard bars 14 and 18 are deformed in the extending direction by the input of the side collision load F, and the front end portions 14a and 18a are curved guard bar 14. , 18 as shown in FIG. 10 (b), the support plate 109 is deformed by pressing the region R surrounded by the U-shaped slit 107 as shown in FIG. Absorbs collision energy by deformation.

  When the support plate 109 is joined to the door inner panels 1b and 2b by welding, when the welded part is peeled off by load input, the peeling energy can also absorb the collision energy. it can.

  Further, the region R is deformed outwardly with the deformation of the support plate 109, and as shown in FIG. 10 (b), the lock shaft provided on the pillars 4 and 5 by pushing out the hook 108 provided on the outer surface thereof. 103a is engaged, and the axial force Fc can be distributed and transmitted from the curved guard bars 14 and 18 to the pillars 4 and 5 in this engaged state.

  FIG. 11 shows the relationship between the door reaction force and the door intrusion amount as a change in the collision energy input to the vehicle 3 at the time of a side collision, as in FIG. 8 of the first embodiment. In addition to the reaction force portion P1 of 14 and 18 itself and the energy absorption portion P2 due to the destruction of the stopper 104, an energy absorption portion P4 due to deformation of the support plate 109 is added, and the reaction force increase portion at the initial stage of the collision may be further increased. it can.

  In the second half of the collision, as in the first embodiment, the straight guard bars 15 and 19 are continuously coupled to the door side lock portion 102 and the vehicle body side lock portion 103 (see FIG. 10B), so that the door at the P3 portion. The reaction force can be increased.

  12 and 13 show a third embodiment of the present invention, in which the same components as those in the first and second embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 13 is a graph of the energy absorption waveform of the main energy absorption part shown by the relationship between the door reaction force at the time of collision and the door intrusion amount.

  In the vehicle door structure of the third embodiment, as shown in FIG. 12, the guard bar extension movement control unit 100 includes a slit 107 as a movement allowing portion and the front ends of the curved guard bars 14, 18 as in the second embodiment. A guide portion 101 for restricting movement of the portions 14a and 18a in the axial direction, a hook 108 provided on the outer surface of the region R of the doors 1 and 2 in the vicinity of the front end portions 14a and 18a of the curved guard bars 14 and 18, and a door opening 8 , 8a, and a vehicle body side lock portion 103 that engages with the hook 108 by the proximity of the curved guard bars 14, 18.

  The guide portion 101 and the vehicle body side lock portion 103 have the same configuration as in the first embodiment.

  Further, the region R is connected and supported to the general portions of the door inner panels 1b and 2b by a support plate 109 bent in a U shape.

  Here, the present embodiment is mainly different from the second embodiment in that the internal space of the U-shaped bent portion 109a of the support plate 109 is formed large, and the foam metal 109b is accommodated in the internal space. It is.

  Therefore, according to the third embodiment, when the support plate 109 is deformed by the axial force Fc generated in the curved guard bars 14 and 18 due to the side collision load F, the foam metal 109b accommodated in the internal space is crushed. Thus, the collision energy due to the side collision can be absorbed more than in the case where only the support plate 109 is used.

  FIG. 13 shows the relationship between the door reaction force and the door intrusion amount in relation to the change in the collision energy input to the vehicle 3 at the time of a side collision, as in the first embodiment (see FIG. 8). (See FIG. 11), a reaction force portion P1 of the curved guard bars 14 and 18 themselves appearing at the beginning of the collision, an energy absorption portion P2 due to the destruction of the stopper 104, and an energy absorption portion P4 due to the deformation of the support plate 109 appear. However, in this case, since the amount of energy absorbed by the foam metal 109b is large in P4, it is possible to further increase the reaction force increasing portion in the initial stage of the collision.

  In the second half of the collision, as in the first and second embodiments, the straight guard bars 15 and 19 are continuously coupled to the door side lock portion 102 and the vehicle body side lock portion 103 (see FIG. 10B). Increases the door reaction force at the part.

  FIG. 14 shows a fourth embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 14 shows the rear end of the curved guard bar. It is a perspective view which shows an attachment structure.

  The vehicle door structure of the fourth embodiment is similar to that of the first embodiment as shown in FIG. 14 (see FIG. 4C), and rear support brackets are provided at the rear end portions 14b and 18b of the curved guard bars 14 and 18. 106 is provided to firmly restrict the movement of the curved guard bars 14, 18 in the front-rear direction and the vehicle width direction.

  This embodiment mainly differs from the first embodiment in that V-shaped notches 120 as third energy absorbing means are provided at the rear end portions 14b, 18b of the curved guard bars 14, 18 having a rectangular cross section. The ridgelines 14r and 18r are formed.

  The notches 120 are formed in plural (two in the present embodiment) at predetermined intervals on the ridge lines 14r and 18r.

  Therefore, according to the fourth embodiment, when the side collision load F is input to the curved guard bars 14 and 18 and an axial force Fc in the compression direction is generated on the curved guard bars 14 and 18, the ridgelines 14r and 18r Starting from the formed notch 120, the rear end portions 14b and 18b of the curved guard bars 14 and 18 are crushed in the axial direction, and collision energy can be absorbed by this crushing.

  Further, when the rear end portions 14b and 18b are crushed in this way, if the curved guard bars 14 and 18 fall toward the vehicle interior due to the generation of a moment about the front end surface, the rear end portions 14b and 18b are joined. The collision energy can also be absorbed by the rear support bracket 106 being deformed.

  By the way, although the vehicle door structure of the present invention has been described by taking the first to fourth embodiments as examples, the present invention is not limited to these embodiments, and various other embodiments can be adopted without departing from the gist of the present invention. For example, the guard bar extension movement control unit 100 can be provided on the rear end portions 14b, 18b of the curved guard bars 14, 18.

  In each of the above embodiments, the curved guard bars 14 and 18 and the straight guard bars 15 and 19 are arranged in the longitudinal direction of the vehicle body. However, the present invention is not limited to this, and both ends are supported by the front and rear pillars. As long as possible, it can also be arranged diagonally.

The whole vehicle body perspective view which isolate | separates and shows the front door and rear door in 1st Embodiment of this invention. The perspective view which shows the front door in 1st Embodiment of this invention in the state which removed the outer door panel to the whole and (b) to (a), respectively. The perspective view which shows the rear door in 1st Embodiment of this invention in the state which removed the outer door panel to the whole and (b) to (a), respectively. The perspective view which shows the attachment structure of a vehicle body in (a), (b) the front-end part of a curved guard bar, and (c) the rear-end part in 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1A is a perspective view of an entire vehicle showing an input load at an initial side collision in FIG. Sectional drawing which shows the behavior of the curved guard bar at the time of the side collision in 1st Embodiment of this invention later on to (a)-(c). Sectional drawing which shows the behavior of the curved guard bar at the time of the side collision in 1st Embodiment of this invention later on in order to (d) and (e) following FIG. The graph of the energy absorption waveform of the main energy absorption part shown by the relationship between the door reaction force at the time of the collision in 1st Embodiment of this invention, and the door penetration | invasion amount. The perspective view which shows the attachment structure of the front-end part of the curved guard bar in 2nd Embodiment of this invention. Sectional drawing which shows the behavior of the curved guard bar at the time of the side collision in 2nd Embodiment of this invention later on to (a), (b) in order. The graph of the energy absorption waveform of the main energy absorption part shown by the relationship between the door reaction force at the time of the collision in 2nd Embodiment of this invention, and the door penetration | invasion amount. Sectional drawing which shows the attachment structure of the front-end part of the curved guard bar in 3rd Embodiment of this invention. The graph of the energy absorption waveform of the main energy absorption part shown by the relationship between the door reaction force at the time of the collision in 3rd Embodiment of this invention, and the door penetration | invasion amount. The perspective view which shows the attachment structure of the rear-end part of the curved guard bar in 4th Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Front door 2 Rear door 3 Car body 4 Front pillar 5 Center pillar 8 Front door opening 8a Rear door opening 9 Rear pillar 10 Front door hinge (connection member)
11 Rear door hinge (connecting member)
12 Front door lock body (door lock mechanism)
12a Front striker (door lock mechanism)
13 Rear door lock body (door lock mechanism)
13a Rear striker (door lock mechanism)
DESCRIPTION OF SYMBOLS 14 Front curve guard bar 15 Front straight guard bar 16 Front hinge side connection member 17 Front lock side connection member 18 Rear curve guard bar 19 Rear straight guard bar 20 Rear hinge side connection member 21 Rear lock side connection member 100 Guard bar extension movement control part 101 Guide groove 102 Door side lock part 103 Car body side lock part 104 Stopper (1st energy absorption means)
105 opening (movement allowance)
106 Rear support bracket (fixed part)
107 Slit (Moveable part)
108 Hook (Door side lock)
109 Support plate (second energy absorbing means)
120 notches (third energy absorbing means)

Claims (8)

Doors such as a door hinge that can be freely opened and closed to one end of the door in the front-rear direction, and a door lock mechanism that can be detachably connected to the door opening. A connecting member;
A curved guard bar disposed in the front-rear direction inside the door and having a center part in the front-rear direction curved outward in the vehicle width direction;
A straight guard bar that linearly connects both ends of the curved guard bar;
A guard bar extension movement control unit that is provided at one end of the curved guard bar and transmits the axial force in the compression direction acting on the curved guard bar to the pillar that constitutes the door opening;
A fixed portion that is disposed at the other end of the curved guard bar and restricts movement of the curved guard bar in the front-rear direction and the vehicle width direction;
A vehicle door structure characterized by comprising: The guard bar extension movement control unit
A movement allowing portion provided at an end portion of the door and allowing movement of one end portion of the curved guard bar to the outside of the door;
A guide portion for restricting movement of one end portion of the curved guard bar in the axial direction;
A door-side lock provided at one end of the curved guard bar;
A vehicle body side lock portion which is provided on the pillar and engages with the door side lock portion by movement and proximity of the end of the curved guard bar;
The vehicle door structure according to claim 1, further comprising: The guard bar extension movement control unit
A movement allowing portion provided at an end portion of the door and allowing movement of one end portion of the curved guard bar to the outside of the door;
A guide portion for restricting movement of one end portion of the curved guard bar in the axial direction;
Near the one end of the curved guard bar, the door-side lock provided on the portion of the door that is allowed to move together with the end of the curved guard bar by the movement allowing portion of the door;
A vehicle body side lock portion that is provided on the pillar and engages with the door side lock portion by the proximity of the curved guard bar;
The vehicle door structure according to claim 1, further comprising: The fixed part is
A high-strength member for connecting the other end portion of the curved guard bar to the door side is provided, and the high-strength member is arranged in the vicinity of a connecting member such as the door lock mechanism or door hinge. 4. The vehicle door structure according to any one of 3 above.   5. The first energy absorbing means for absorbing the axial force of the curved guard bar as the axial movement of one end of the curved guard bar is provided in the guide part. 6. Vehicle door structure.   The second energy absorbing means is provided at a portion on the door side in the vicinity of one end portion of the curved guard bar, where the axial force of the curved guard bar is affected. Vehicle door structure.   The third energy absorbing means for absorbing the axial force of the curved guard bar is provided between the coupling paths extending from the other end of the curved guard bar to the door portion via the fixing portion. The door structure for vehicles as described in one. The guard bar extension movement control part which transmits the axial force of the compression direction which acts on this curved guard bar to the pillar which comprises the said door opening part in the other end part of the curved guard bar was provided. The door structure for vehicles as described in any one.

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