JP2005212598A - Vehicular door structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular door structure capable of reducing the door advancing speed by maintaining a high door reaction force from the time when a door starts to enter a cabin in a side impact to the time when the collision is completed, and reducing the weight thereof. <P>SOLUTION: A curved guard bar 14 and a straight guard bar 15 are arranged inside a door 1 along a vehicle body side surface. Both ends of the straight guard bar 15 are connected to a part in a vicinity of a hinge part 10 and a part in a vicinity of a lock part 12 via connection members 16 and 17. A first weakened part 24 is formed in the curved guard bar 14, and a supporting member 25 of an easily deforming structure is coupled with the straight guard bar 15 facing inwardly in the vehicle width direction of the first weakened part 24. The high door reaction force can be maintained from the time when the door 1 starts to enter a cabin in a side impact to the time when the collision is completed by the compressive force generated in the curved guard bar 14 by the side impact load, and the tensile force generated in the straight guard bar 15. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle door structure.

In a conventional vehicle door structure, a side impact beam provided inside a door is superposed on an upper beam and a lower beam extending in the front-rear direction and an end portion of a steering support beam, and the upper beam and the lower beam are overlapped. Consists of a front reinforcement that connects the front part, and a constraining reinforcement that overlaps the door latch and connects the upper end with the rear end of the upper beam above the door latch and the lower end connects to the rear end of the lower beam However, when a large impact load is applied from the side, the lower end of the rear end of the side door impact beam is pushed toward the passenger compartment, so that the passenger's upper body is separated from the door body. It is known (for example, refer to Patent Document 1).
JP 2001-138742 A (page 4-5, FIG. 1)

  However, in such a conventional vehicle door structure, the side door impact beam rotates as a whole around the axis connecting the end portion of the steering support beam and the door latch, and the upper end of the rear end portion is pushed outward from the passenger compartment. When trying to exit, the door strength needs to be high with respect to the collision load, and the door strength is determined by the thickness and material strength of the side door impact beam and the polymerizability in the side view state of the pillar and beam. Therefore, it leads to an increase in weight.

  In addition, when the side door impact beam is buckled, the strength of the door drops and the performance cannot be fully exhibited, and the support strength of this beam is increased by causing the side door impact beam to interfere with the car body. When the collision progresses, the side door impact beam is deformed and cannot continue to interfere with the vehicle body, and the support strength of the side door impact beam decreases.

  Therefore, the present invention is for a vehicle capable of reducing the door entry speed and reducing the weight by maintaining a high door reaction force from the time when the door starts to enter the vehicle interior during a side collision until the end of the collision. A door structure is provided.

The present invention includes a hinge portion that connects the door to the door opening of the vehicle body so as to be openable and closable,
In the vehicle door structure including the hinge portion and a lock portion that removably couples the portion facing the vehicle front-rear direction to the door opening portion,
A curved guard bar disposed along the side of the vehicle body inside the door and having a central portion curved outward in the vehicle width direction;
A straight guard bar arranged linearly along the side of the vehicle body inside the door;
Connecting members that connect both ends of the straight guard bar to the vicinity of the hinge part and the vicinity of the lock part,
A first fragile portion formed on the curved guard bar and allowing deformation inward in the vehicle width direction by an external force from the side of the vehicle body;
A support member of an easily deformable structure that is disposed on the straight card bar facing the inner side in the vehicle width direction of the first fragile portion and receives the deformation force of the curved guard bar with the first fragile portion as a fold point, The most important feature is that

  According to the present invention, the load caused by the side collision is input to the protruding portion of the curved guard bar curved outward in the vehicle width direction, and this input acts as the compressive force in the axial direction of the curved guard bar. The reaction force can be exerted to reduce the door entry speed.

  When the collision progresses from this state, the curved guard bar is bent and deformed inward in the vehicle width direction starting from the first weakened portion, and the bent point abuts on a support member coupled to the straight guard bar. Since the deformation is received in response to the deformation force of one fragile portion, a collision load can be efficiently absorbed by this deformation.

  Then, when the deformation of the support member is completed, the curved guard bar has a substantially W shape in which the first fragile portion is deformed inward in the vehicle width direction, and the curved guard bar is bent at both ends and the first fragile portion. The door reaction force is improved because each point receives a collision load as a fulcrum.

  In the latter half of the collision, the end of the straight guard bar is connected to the vicinity of the hinge part and the vicinity of the lock part via the connecting member, and the tensile force acts on the straight guard bar, so that the reaction force in the latter half of the collision Can be kept high, so that the door entry speed can be reduced.

  Therefore, at the time of a side collision, the door reaction force can be kept high from the start of entry into the passenger compartment to the end of the collision, the door entry speed can be reduced, and the curved guard bar and the straight guard bar are the main components. The weight can be reduced.

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

  1 to 16 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 an exploded perspective view of the internal structure of the front door, and FIG. 4 is an overall view of the rear door (a) and FIG. 4 (b) of the door outer panel. FIG. 5 is an exploded perspective view of the internal structure of the rear door, FIG. 6 is an enlarged perspective view showing the mounting structure of the curved guard bar and the straight guard bar, and FIG. 7 is a load input state in the initial side collision. 8 is a cross-sectional plan view of the front half of the door, FIG. 8 is a reaction characteristic diagram showing the relationship between the amount of deformation of the door and the reaction force at the initial stage of the collision, and FIG. 9 is a curve guard bar broken from the first weak part. Deformed and in contact with support member 10 is a cross-sectional plan view of the front half of the door, FIG. 10 is a reaction force characteristic diagram showing the relationship between the amount of deformation of the door and the reaction force when bending from the first weakened portion, and FIG. 11 is a curved guard bar. FIG. 12 is a plan sectional view of the front half of the door showing a state in which the support member is deformed by an input from the folding point of FIG. 12, and FIG. 12 shows the deformation amount of the door when the support member is deformed by a collision load input from the folding point of the curved guard bar. FIG. 13 is a cross-sectional plan view showing a state in which a side impact load is input to the curved guard bar in which the first fragile portion is bent and deformed, and FIG. FIG. 15 is a reaction force characteristic diagram showing the relationship between the amount of deformation of the door and the reaction force when a side collision load is input to the curved guard bar in a deformed state, and FIG. The perspective view which shows the state which a deformation | transformation reaches in the whole vehicle, FIG. 16 is a side collision load A reaction force characteristic diagram showing the relationship between the deformation amount and the reaction force of the door when the deformation extends to the center pillar as compared with the conventional.

  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 hinge 10 as two hinge parts up and down freely, and opening the front side edge of the rear door 2 as the hinge parts in two vertical parts 11 is attached to the center pillar 5 through the center pillar 5 so as to be freely opened and closed.

  Further, the rear side edge of the front door 1 is detachably connected to the center pillar 5 via a front striker 12 as a lock portion, and the rear side edge of the rear door 2 is connected via a rear striker 13 as a lock portion. The rear pillar 9 is detachably connected.

  FIG. 2 (a) shows the front door 1, and inside the front door 1, as shown in FIGS. 2 (b) and 3, the vehicle outer width is shown on the side of the door inner panel 1b shown with the door outer panel 1a removed. The front curved guard bar 14 that curves outward in the direction, the straight front guard bar 15 that is linear, and the front curved guard bar 14 and the front end portions 14a and 15a of the front straight guard bar 15 are adjacent to the front hinge 10. A front hinge side coupling member 16 coupled to the front bending guard bar 14 and a front lock side coupling member 17 coupling the rear end portions 14b, 15b of the front straight guard bar 15 to the vicinity of the front striker 12. It is provided.

  4 (a) shows the rear door 2. Inside the rear door 2, as shown in FIG. 4 (b) and FIG. 5, the door inner panel 2b is shown with the door outer panel 2a removed. A rear curved guard bar 18 that curves outward in the width direction, a straight rear straight guard bar 19, and front end portions 18 a and 19 a of the rear curved guard bar 18 and the rear straight guard bar 19 are adjacent to the rear hinge 11. A rear hinge side connecting member 20 that is connected to the rear striker 13 and a rear lock side connecting member 21 that connects the rear end portions 18b and 19b of the rear curved guard bar 18 and the rear straight guard bar 19 to the vicinity of the rear striker 13. It is.

  Each of the front curved guard bar 14 and the rear curved guard bar 18 has a closed cross-sectional structure having a rectangular cross section having a predetermined thickness, and each of the front straight guard bar 15 and the rear straight guard bar 19 has a predetermined thickness. The front and rear straight guard bars 15 and 19 are arranged in the vehicle front-rear direction along the side surface of the vehicle body.

  The front hinge side connecting member 16 and the front lock side connecting member 17, and the rear hinge side connecting member 20 and the rear lock side connecting member 21 are each formed of a high strength member.

  Both ends of the front curved guard bar 14 and the rear curved guard bar 18 are hinge side brackets 22 formed by bending a belt-shaped plate formed of a high-strength member into a crank shape as shown in the front curved guard bar 14 of FIG. It is connected to the front hinge side connecting member 16 and the front lock side connecting member 17 via the lock side bracket 23.

  1 to 5, the right side in the figure is the front of the vehicle, but from FIG. 6 onward, the left side in the figure is shown as the front of the vehicle.

  In addition, both ends of the rear curved guard bar 18 are connected to the rear hinge side connecting member 20 and the rear lock side connecting member 21 via the hinge side bracket 22 and the lock side bracket 23 in the same manner as the front curved guard bar 14. It is.

  2B and 3, Rf is a locking mechanism for the front door 1, and Rr is a locking mechanism for the rear door 2 in FIGS. 4B and 5.

  Here, in the present embodiment, as shown in FIGS. 2B and 3, the first bead 24 as the first weakened portion is formed on the outer surface of the front curved guard bar 14 at the substantially central portion in the front-rear direction. When the external force from the direction, that is, the load of side collision (hereinafter referred to as side collision) is input, the curved guard bar 14 is allowed to deform inward in the vehicle width direction with the formation portion of the first bead 24 as the break point K. doing.

  Further, a support member 25 is coupled to the front straight card bar 15 so as to face the inner side in the vehicle width direction of the first bead 24, and the support member 25 is formed as a hollow casing and has an easily deformable structure. The deformation force of the front bending guard bar 14 with the first bead 24 as the break point K is received.

  Further, as shown in FIGS. 4B and 5, even in the rear curved guard bar 18, a first bead 26 as a first fragile portion is formed on the outer surface of the substantially central portion in the front-rear direction. The formation part of 1 bead 26 is made into the break point K, and the deformation | transformation to the vehicle width direction inside of the rear curve guard bar 18 by a side impact load is permitted.

  Further, a support member 27 is coupled to the rear straight card bar 19 so as to face the inside of the first bead 26 in the vehicle width direction, and the support member 27 is provided on the front straight card bar 15. Similarly to 25, it is formed as a hollow housing and has an easily deformable structure, and receives the deformation force of the rear curved guard bar 18 with the first bead 26 as the break point K.

  Thus, in this embodiment, the front curve guard bar 14 and the front straight guard bar 15, and the rear curve guard bar 18 and the rear straight guard bar 19 have the same configuration.

  According to the vehicle door structure of the first embodiment having the above configuration, as shown in FIG. 7, when a side impact load caused by an object such as a barrier is input to the side surface of the vehicle 3 where the front door 1 and the rear door 2 are provided. First, the door outer panels 1a and 2a (see FIGS. 2 and 4) which become the surfaces of the front door 1 and the rear door 2 that have collided start to be deformed, and then the front and rear disposed inside the doors 1 and 2 are used. Side impact loads are input to the curved guard bars 14 and 18.

  This side impact load is input to the most outwardly projecting portions of the curved guard bars 14, 18, that is, approximately in the center in the front-rear direction, and a compressive force acts in the axial direction of the curved guard bars 14, 18.

  At this time, the front and rear straight guard bars 15 and 19 are connected between both ends of the curved guard bars 14 and 18 via the front and rear hinge side connecting members 16 and 20 and the front and rear lock side connecting members 17 and 21. Therefore, a tensile force is also generated in these straight guard bars 15 and 19 at the same time.

  For this reason, the support portions at both ends of the curved guard bars 14 and 18 depend on the tensile strength of the straight guard bars 15 and 19, and the higher the tensile strength, the greater the support force of the curved guard bars 14 and 18.

  Further, since the front pillar 4, the center pillar 5, and the rear pillar 9 which are main skeletons of the vehicle body are located inside the vehicle at both ends of the curved guard bars 14, 18, they are supported by the pillars 4, 5, 9. The supporting forces at both ends of the curved guard bars 14 and 18 are large.

  Therefore, at the initial stage of the collision when the input of the side impact load is started to the curved guard bars 14 and 18 as described above, the curved guard bars 14 and 18 exhibit a high reaction force as shown by a thick line A in FIG. Thus, it is possible to generate a high door reaction force from the beginning of the collision and reduce the entry speed of the doors 1 and 2 into the vehicle interior.

  In the reaction force characteristic diagram of FIG. 8, P indicates the reaction force characteristic by the door structure of this embodiment, Q indicates the reaction force characteristic by the conventional door structure, and each reaction force characteristic diagram described below is shown in FIG. The same shall apply even if it exists.

  When the collision progresses from this state, as shown in FIG. 9, the curved guard bars 14, 18 are bent and deformed inward in the vehicle width direction starting from the first beads 24, 26. 19 abuts on support members 25, 27 coupled to 19.

  At this time, since the side collision energy is used for the bending deformation of the first beads 24, 26, the reaction force of the curved guard bars 14, 18 tends to decrease as shown by the B portion of the thick line in FIG.

  Then, as shown in FIG. 11, the support members 25 and 27 are deformed by receiving the deformation force of the curved guard bars 14 and 18 after the folding point K abuts. Therefore, the deformation absorbs the collision load efficiently. it can.

  For this reason, as shown by a thick line C in FIG. 12, the support members 25 and 27 are promoted to be deformed by the break points K of the curved guard bars 14 and 18. Reaction force also increases.

  At this time, as shown in FIG. 11, the support members 25 and 27 are deformed substantially along the shape of the break point K so as to surround the break point K, so that the support members 25 and 27 are deformed. Thereafter, movement of the bent guard bars 14 and 18 at the break point K is restricted.

  When the deformation of the support members 25 and 27 is completed, as shown in FIG. 13, the curved guard bars 14 and 18 are substantially W-shaped with the first beads 24 and 26 deformed inward in the vehicle width direction. Since the curved guard bars 14 and 18 are subjected to a collision load with both ends and the break points K of the beads 25 and 27 as fulcrums, the door reaction force is improved.

  For this reason, the reaction force can be further improved as shown by the D portion of the thick line in FIG.

  Thereafter, when the curved guard bars 14 and 18 having a substantially W shape are deformed as the side collision further progresses, the center pillar 5 starts to be deformed in addition to the door deformation. As shown in FIG. 15, it is deformed in the direction of entering the vehicle interior.

  At this time, since both ends of the straight guard bars 15 and 19 are coupled to the vicinity of the hinges 10 and 11 and the strikers 12 and 13 via the hinge side coupling members 16 and 20 and the lock side coupling members 17 and 21, Along with the deformation of the center pillar 5, a tensile force acts in the longitudinal direction of the straight guard bars 15 and 19.

  And since the tensile strength of the straight guard bars 15 and 19 at this time and the member strength between the center pillar 5 and the straight guard bars 15 and 19 are high, as shown in E part of the thick line in FIG. Even in the latter half of the collision, the door reaction force can be further improved.

  Accordingly, the door reaction force can be kept high from the time when the front and rear vehicle doors 1 and 2 start entering the vehicle interior to the end of the collision at the time of a side collision, the door entry speed can be reduced, and the curved guard bars 14, 18 Since the straight guard bars 15 and 19 are the main components, the weight can be reduced.

  FIG. 17 shows 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. 17 shows a curved guard bar and a straight guard bar. It is an expansion perspective view which shows an attachment structure.

  In the vehicle door structure of the second embodiment, as shown in FIG. 17, a foam metal material 28 is filled in a portion where the first bead 24 of the front curved guard bar 14 formed in a closed cross section is formed.

  Further, even in the support member 25 formed in the hollow casing, the metal foam 29 is filled in the hollow portion.

  Furthermore, the front bend guard bar 14 has a first bead 24 formed on the outer surface of the substantially central portion in the front-rear direction. In this embodiment, the front bend guard bar 14 has a substantially center between both ends of the front bend guard bar 14 and the first bead 24. Part, that is, the inner side surface of the front curved guard bar 14 that is closer to the center part by the length of about 1/4 of the entire length, as a second weakened part having higher strength than the first bead 24 A second bead 31 is formed.

  Furthermore, in this embodiment, the metal foam 30 is filled between the both ends of the front curved guard bar 14 and the front hinge side connecting member 16 and the front lock side connecting member 17.

  That is, both ends of the front curved guard bar 14 are connected to the front hinge side connecting member 16 and the front lock side connecting member 17 through the hinge side bracket 22 and the lock side bracket 23 as shown in FIG. In this embodiment, the metal foam 30 is filled between the hinge side bracket 22 and the front hinge side connecting member 16 and between the lock side bracket 23 and the front lock side connecting member 17.

  17 described the configuration on the front door 1 side, the same applies to the configuration on the rear door 2 side, and the foam metal material 28 (not shown) is formed in the portion where the first bead 26 of the rear curved guard bar 18 is formed. In addition, the foam metal material 29 (not shown) is filled in the hollow portion of the support member 27 of the rear door 2, and both ends of the rear curved guard bar 18 and the first beads 26 (see FIGS. 4B and 5). A second bead 31 (not shown) having a strength higher than that of the first bead 26 is formed on the inner side surface of the substantially central portion between the two ends of the rear curved guard bar 18 and the rear hinge side connecting member 20 and A metal foam material 30 is filled between the rear lock side connecting member 21.

  Therefore, according to the vehicle door structure of the second embodiment, the deformation mode basically the same as that of the first embodiment is exhibited. In particular, in the present embodiment, the first beads 24, 26 of the curved guard bars 14, 18 are provided. Since the foam metal material 28 is filled in the forming portion, as shown in FIG. 9, when the bent guard bars 14 and 18 are bent and deformed starting from the first beads 24 and 26, the metal foam material 28 is crushed. Therefore, the effect of absorbing high collision energy can be exhibited.

  Further, as shown in FIG. 11, when the side impact load is input from the break point K of the first beads 24, 26 and the support members 25, 27 are deformed, the inside of the support members 25, 27 is filled. Since the foamed metal material 29 is crushed, a high impact energy absorbing effect can be exhibited even in this portion.

  Furthermore, the bent guard bars 14 and 18 are deformed into a substantially W shape as shown in FIG. 13 by being bent from the first beads 24 and 26. At this time, both ends of the bent guard bars 14 and 18 and the first Since the second bead 31 having a higher strength than the first bead 24 is formed at a substantially central portion between the first bead 24 and 26, the mode control when the curved guard bars 14 and 18 are deformed into a substantially W shape. It becomes easy to do.

  Furthermore, since the foam metal material 30 is filled between the both ends of the curved guard bars 14 and 18 and the hinge side connecting members 16 and 20 and the lock side connecting members 17 and 21, the compressive force in the axial direction is applied to the curved guard bars 14 and 18. Since the foamed metal material 30 is crushed when acting, high impact energy absorption effect can be exhibited in this portion.

  18 to 27 show a third 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. 18 is an internal structure of the door. FIG. 19 is a rear perspective view of the vehicle showing a side collision state, FIG. 20 is a plan sectional view showing a load input state in the initial side collision, and FIG. FIG. 22 is a cross-sectional plan view of the bent guard bar bent from the first weakened portion, and FIG. 23 shows the bent deformation from the first weakened portion and both ends of the straight guard bar. FIG. 24 is a reaction force characteristic diagram showing the relationship between the amount of deformation of the door and the reaction force due to the bending of the connection, and FIG. 24 is a plan sectional view of the state where the straight guard bar and the pillar support the input from the break point of the curved guard bar. Figures 25 and 25 show that the bent guard bar is bent from the first weak part. FIG. 26 is a side view showing the internal structure of the door when deformation is exerted on the pillar, and FIG. 26 is a reaction force characteristic diagram showing the relationship between the deformation amount and reaction force of the door when supported by the pillar after comparison. FIG. 27 is a reaction force characteristic diagram showing the relationship between the deformation amount of the door and the reaction force in the second half of the collision when the pillar is deformed, as compared with the conventional case.

  As shown in FIG. 18, the vehicle door structure of the third embodiment includes curved guard bars 14 and 18 and straight guard bars 15 and 19 in the longitudinal direction of the curved guard bars 14 and 18 in both the front door 1 and the rear door 2. It intersects at the approximate center.

  At this time, at the intersection R between the curved guard bars 14 and 18 and the straight guard bars 15 and 19, the outer surfaces of the straight guard bars 15 and 19 are in contact with the inner surfaces of the curved guard bars 14 and 18, as shown in FIG. Yes.

  As shown in the example of the front door 1 in FIG. 20, both ends of the front straight guard bar 15 and the straight guard bar 15 near the front hinge 10 (see FIG. 1) and the front striker 12 (see FIG. 1). A bracket 32 having a fragile structure is interposed between the front hinge side connecting member 16 and the front lock side connecting member 17 which are connected in the vicinity of each other.

  Of course, this configuration is the same for the rear door 2 as well, both ends of the rear straight guard bar 19, and the straight guard bar 19 in the vicinity of the rear hinge 11 (see FIG. 1) and in the vicinity of the rear striker 13 (see FIG. 1). A brittle bracket is interposed between the rear hinge side connecting member 20 and the rear lock side connecting member 21 connected to each other.

  Further, in the front door 1 of FIG. 20, rotational deformation portions 33 that allow the curved guard bar 14 to turn inward in the vehicle width direction are provided at both ends of the front curved guard bar 14.

  Of course, even in this case, the rear door 2 has the same configuration, and a rotational deformation portion that allows the curved guard bar 18 to rotate inward in the vehicle width direction is provided at both ends of the rear curved guard bar 18.

  Therefore, according to the vehicle door structure of the third embodiment, as shown in FIG. 19, when a side collision load is input to the front door 1 and the rear door 2 by the opponent vehicle m or the like, this load is as shown in FIG. The curved guard bars 14, 18 act on the outermost substantially central portion of the curved guard bars 14, 18, and a compressive force is generated in the axial direction of the curved guard bars 14, 18.

  At this time, since both ends of the curved guard bars 14 and 18 are supported by the strong pillars 4, 5 and 9 (see FIG. 1), the curved guard bars 14 and 18 are shown as indicated by the thick line A 'in FIG. Exhibits a high reaction force, and a high door reaction force can be generated from the beginning of the collision to reduce the entry speed of the doors 1 and 2 into the vehicle interior.

  Next, when the side guards cause the curved guard bars 14 and 18 to bend and deform from the first beads 24 and 26 as shown in FIG. 22, the break point K is an intersection R with the straight guard bars 15 and 19. And the straight guard bars 15 and 19 are pressed toward the vehicle interior at the intersection R, so that a tensile force is generated in the straight guard bars 15 and 19.

  At this time, since the brackets 32 having a fragile structure are provided at both ends of the straight guard bars 15, 19, the straight guard bars 15, 19 are bent and deformed from the intersection R toward the vehicle interior while deforming the bracket 32.

  For this reason, the tensile force of the straight guard bars 15 and 19 is reduced, the movement of the bending point K of the curved guard bars 14 and 18 is allowed, and the tensile force is again generated in the straight guard bars 15 and 19 after the end of the bending deformation. Therefore, the deformation mode of the curved guard bars 14 and 18 can be easily controlled by a substantially W shape, and the door reaction force can be improved in the second half of the collision.

  Therefore, the door reaction force at this time absorbs the collision energy while causing the reaction force fluctuation as shown by the thick line C 'in FIG.

  In addition, as shown in FIG. 22, the curved guard bars 14 and 18 exhibit a substantially W-shaped deformation mode due to the bending deformation from the first beads 24 and 26. With this shape, the curved guard bars 14 and 18 Since the rotation deforming portions 33 provided at both ends hardly generate moments at the ends of the curved guard bars 14, 18, the bending behavior of the curved guard bars 14, 18 is suppressed by suppressing the bending behavior of both ends of the curved guard bars 14, 18. The mode is assisted to be substantially W-shaped.

  Then, as shown in FIG. 24, since the straight guard bars 15, 19 are supported by the strong pillars 4, 5, 9 after the bending of the straight guard bars 15, 19 is finished, the straight guard bars A large tensile force is again generated at 15 and 19, and the support force at the break point K of the curved guard bars 14 and 18 deformed into a substantially W shape is improved.

  For this reason, the curved guard bars 14 and 18 deformed in a substantially W shape can obtain a high support reaction force, and the reaction force can be further improved as shown by the D 'portion of the thick line in FIG. it can.

  Thereafter, when the side collision progresses as shown in FIG. 26, in addition to the deformation of the doors 1 and 2, the center pillar 5 starts to be deformed toward the interior of the vehicle interior. A tensile force is generated.

  At this time, both ends of the straight guard bars 15, 19 are connected to the pillars 4, 5, 9 via the hinge side connection members 16, 20 and the lock side connection members 17, 21, and the hinges 10, 11 and the strikers 12, 13. As shown in the thick line E 'in FIG. 27, the collision load can be efficiently transmitted between the straight guard bars 15 and 19 and the pillars 4, 5 and 9. In addition, the door reaction force can be further improved even in the second half of the collision at the time of a side collision.

  FIG. 28 shows a fourth embodiment of the present invention, in which the same components as those in the third embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG.

  In the vehicle door structure of the fourth embodiment, the curved guard bars 14 and 18 and the straight guard bars 15 and 19 are crossed at substantially the center in the longitudinal direction of the curved guard bars 14 and 18 as in the third embodiment. In particular, in this fourth embodiment, as shown in the front door 1 of FIG. 28 as an example, the angle bead 34 as an extension allowing portion that allows a predetermined amount of extension at both ends of the front straight guard bar 15. Is provided.

  Of course, this configuration is the same for the rear door 2, and the rear straight guard bar 18 is also provided with an angle bead.

  In the present embodiment, the strength of the brackets 32a at the ends of the straight guard bars 15 and 19 having the fragile structure in the third embodiment is formed so as not to be easily deformed.

  Accordingly, in the fourth embodiment, when a tensile force is generated in the straight guard bars 15 and 19, the straight guard bars 15 and 19 are deformed by themselves instead of the function of the bracket 32 having the weak structure in the third embodiment. Since it is acceptable, it becomes easy to control the deformation mode.

  Further, the layout design can be facilitated by increasing the strength of the bracket 32a and minimizing the constraint condition.

  FIG. 29 shows a fifth 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. 29 is in a state in which the door outer panel is removed. It is a perspective view of the front door shown by.

  The vehicle door structure of the fifth embodiment is basically the same as that of the first embodiment. In the fifth embodiment, as shown in the front door 1 of FIG. Instead of the first bead 24 of the first embodiment formed on the curved guard bar 14, it receives the concentrated input of external force from the side of the vehicle body facing the outer surface of the central portion of the curved guard bar 14 in the longitudinal direction. A member 35 is provided.

  Of course, this configuration is the same even in the rear door 2, and a receiving member is provided on the outer surface of the central portion of the curved guard bar 18 without forming the first bead 26 in the rear curved guard bar 18.

  Therefore, even in the vehicle door structure of the fifth embodiment, the side impact load is concentrated on the substantially central portion of the curved guard bars 14 and 18 via the receiving member 35, and the longitudinal length of the curved guard bars 14 and 18 is increased. A folding point K can be formed in the central portion in the direction and deformed into a substantially W shape, and the same effects as those of the first embodiment can be achieved.

  By the way, although the vehicle door structure of the present invention has been described by taking the first to fifth 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. Can do.

1 is an overall perspective view of a vehicle body showing a front door and a rear door separately in a first embodiment of the present invention. It is a perspective view which shows the front door in 1st Embodiment of this invention in the state which removed the door outer panel to the whole and (b) to (a). It is a disassembled perspective view of the internal structure of the front door in 1st Embodiment of this invention. It is a perspective view which shows the rear door in 1st Embodiment of this invention in the state which removed the door outer panel to (a) whole and (b), respectively. It is a disassembled perspective view of the internal structure of the rear door in 1st Embodiment of this invention. It is an expansion perspective view which shows the attachment structure of the curved guard bar and the straight guard bar in 1st Embodiment of this invention. It is a plane sectional view of the door front half which shows the load input state of the side collision initial stage in a 1st embodiment of the present invention. It is a reaction force characteristic figure which shows the relation between the amount of deformation and the reaction force of the door at the initial stage of a collision in the first embodiment of the present invention in comparison with the prior art. It is a plane sectional view of the door front half which shows the state where the curved guard bar in the 1st embodiment of the present invention bent and changed from the 1st weak part, and contacted the support member. It is a reaction force characteristic figure which shows the relation between the amount of deformation of a door and reaction force at the time of bending deformation from the 1st weak part in a 1st embodiment of the present invention compared with the past. It is a plane sectional view of the door front half which shows the state where a support member changes by input from a break point of a curved guard bar in a 1st embodiment of the present invention. It is a reaction force characteristic view showing the relation between the amount of deformation of the door and the reaction force when the support member is deformed by the collision load input from the break point of the curved guard bar in the first embodiment of the present invention, as compared with the related art. . It is a top sectional view showing the state where a side impact load is inputted into the curved guard bar in which the 1st weak part in the 1st embodiment of the present invention bent and changed. It is a reaction force characteristic diagram which shows the relation between the amount of deformation of a door and reaction force at the time of side impact load inputting into a curved guard bar in the state where the support member in the 1st embodiment of the present invention changed. It is a perspective view which shows the state in which a center pillar deform | transforms by the further advance of the side collision in 1st Embodiment of this invention in the whole vehicle. FIG. 5 is a reaction force characteristic diagram showing a relationship between a deformation amount of a door and a reaction force when a side impact load is deformed on the center pillar in the first embodiment of the present invention as compared with the related art. It is an expansion perspective view which shows the attachment structure of the curved guard bar and the straight guard bar in 2nd Embodiment of this invention. It is a side view which shows the internal structure of the door in 3rd Embodiment of this invention. It is a back perspective view of vehicles showing a side collision state in a 3rd embodiment of the present invention. It is a top sectional view showing the load input state of the side collision initial stage in the third embodiment of the present invention. It is a reaction force characteristic figure which shows the relation between the amount of deformation and the reaction force of the door at the initial stage of a collision in the third embodiment of the present invention in comparison with the related art. It is a plane sectional view in the state where the curved guard bar in the 3rd embodiment of the present invention bent and changed from the 1st weak part. It is a reaction force characteristic figure which shows the relation between the amount of deformation of a door by the bending deformation from the 1st weak part in the 3rd embodiment of the present invention, and the bending of the both ends connection of a straight guard bar, and the reaction force compared with the past. It is a plane sectional view in the state where the straight guard bar and the pillar supported the input from the break point of the curved guard bar in the third embodiment of the present invention. It is a reaction force characteristic diagram which shows the relation between the amount of deformation and the reaction force of the door when the curved guard bar in the third embodiment of the present invention is supported by the pillar after being bent and deformed from the first fragile portion, as compared with the related art. . It is a side view which shows the internal structure of a door in case a deformation | transformation reaches the pillar in 3rd Embodiment of this invention. It is a reaction force characteristic diagram which shows the relationship between the deformation amount and reaction force of the door in the second half of the collision when the pillar is deformed in the third embodiment of the present invention as compared with the conventional one. It is a plane sectional view showing the load input state of the side collision initial stage in a 4th embodiment of the present invention. It is a perspective view of the front door shown in the state which removed the outer door panel in a 5th embodiment of the present invention.

Explanation of symbols

1 Front Door 2 Rear Door 3 Car Body 4 Front Pillar 5 Center Pillar 9 Rear Pillar 10 Front Hinge (Hinge)
11 Rear hinge (hinge part)
12 Front striker (lock part)
13 Rear striker (lock part)
14 Front curved guard bar 15 Front straight guard bar 16 Front hinge side connecting member 17 Front lock side connecting member 18 Rear curved guard bar 19 Rear straight guard bar 20 Rear hinge side connecting member 21 Rear lock side connecting member 24, 26 First bead (first Vulnerable part)
25, 27 Support member 28, 29, 30 Metal foam material 31 Second bead (second fragile portion)
32 Fragile structure bracket 33 Rotation deformation part

Claims (10)

A hinge portion for freely opening and closing the door to the door opening of the vehicle body;
In the vehicle door structure including the hinge portion and a lock portion that removably couples the portion facing the vehicle front-rear direction to the door opening portion,
A curved guard bar disposed along the side of the vehicle body inside the door and having a central portion curved outward in the vehicle width direction;
A straight guard bar arranged linearly along the side of the vehicle body inside the door;
Connecting members that connect both ends of the straight guard bar to the vicinity of the hinge part and the vicinity of the lock part,
A first fragile portion formed on the curved guard bar and allowing deformation inward in the vehicle width direction by an external force from the side of the vehicle body;
A support member of an easily deformable structure that is disposed on the straight card bar facing the inner side in the vehicle width direction of the first fragile portion and receives the deformation force of the curved guard bar with the first fragile portion as a fold point, The door structure for vehicles characterized by providing.   The vehicle door structure according to claim 1, wherein the first fragile portion is a bead formed on an outer surface of a substantially central portion of the curved guard bar.   The vehicle door structure according to claim 1 or 2, wherein a curved guard bar is formed in a closed cross section, and a foam metal material is filled in a portion where the first fragile portion is formed in the closed cross section.   The vehicle door structure according to any one of claims 1 to 3, wherein the support member is formed in a hollow housing, and a foamed metal material is filled in the hollow portion.   The second fragile portion having a strength higher than that of the first fragile portion is provided at a substantially central portion between both ends of the curved guard bar and the first fragile portion, respectively. The door structure for vehicles as described in one.   The vehicle door structure according to claim 1, wherein a metal foam material is filled between both ends of the curved guard bar and the connecting member.   7. A bracket having a fragile structure is interposed between at least one end of the straight guard bar and a connecting member connecting the straight guard bar in the vicinity of the hinge part and the lock part. The door structure for vehicles as described in one.   The vehicle door structure according to claim 7, wherein a rotation deforming portion that allows the bending guard bar to turn inward in the vehicle width direction is provided at least at one end of the bending guard bar.   The vehicle door structure according to any one of claims 1 to 8, wherein the straight guard bar is provided with an extension allowing portion for allowing the predetermined amount of extension. 10. The vehicle according to claim 3, further comprising a receiving member that concentrically inputs an external force from the side of the vehicle body, facing a substantially central outer surface of the curved guard bar. Door structure.

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