JP2007106160A - Vehicle door structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle door structure capable of efficiently transmitting a load, applied to impact beams inwardly in a vehicle width direction, to the inside of a vehicle body. <P>SOLUTION: The front ends of respective impact beams 24 are connected by a connecting member 30. Therefore when the lower impact beam 24B receives a load from the outside of the vehicle inward in the vehicle width direction, the load can be communicated to the upper impact beam 24A through the connecting member 30. Respective impact beams 24 are disposed so as to overlap a front pillar 16 mounted on the vehicle body and a steering support beam 22 in the side view of the vehicle. Accordingly, when respective impact beams 24 receive a load inward in the vehicle width direction, the load can be efficiently communicated to the inside of the vehicle body through the front pillar 16 and the steering support beam 22. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle door structure, and more particularly to a vehicle door structure including an impact beam inside the door.

As this type of vehicle door structure, the following is known (for example, see Patent Document 1). For example, Patent Document 1 discloses a front door structure of an automobile provided with an upper beam and a lower beam extending in the vehicle longitudinal direction inside the door. In the example described in Patent Document 1, the front end of the upper beam and the front end of the lower beam are connected by a short plate-like front reinforcement in the vehicle vertical direction, and the rear end of the upper beam and the rear end of the lower beam are connected. The ends are connected by a plate-like rear reinforcement which is long in the vehicle vertical direction.
JP 2001-138742 A

  However, in the example described in Patent Document 1, the front-side reinforcement is configured to include the upper beam and the lower beam, but the plate material that extends in a direction parallel to the axial direction of both beams as viewed from above the vehicle as a whole. It consists of Therefore, for example, when a load is applied to the lower beam in the vehicle width direction, the lower beam connecting portion of the front reinforcement is bent and deformed inward in the vehicle width direction with respect to the upper beam connecting portion due to the load applied to the lower beam. To do. For this reason, the load transmission efficiency from the lower beam connecting portion of the front reinforcement to the upper beam connecting portion was low.

  Moreover, in the example described in Patent Document 1, the front end side of the front side reinforcement overlaps the steering support beam in a vehicle side view. However, the front end portion of the upper beam and the front end portion of the lower beam are fixed to the rear end side of the front reinforcement and do not overlap with the steering support beam in a side view of the vehicle. Accordingly, when a load is applied to the lower beam or the upper beam in the vehicle width direction, the steering support beam of the front reinforcement is overlapped with the portion overlapping the vehicle in side view and the portion where the front ends of both beams are located. Deformation increases. For this reason, the load transmission efficiency from both beams to the steering support beam was low. Similarly, the front end portion of the upper beam and the front end portion of the lower beam do not overlap the front pillar, and therefore the load transmission efficiency from both beams to the front pillar is low.

  Furthermore, in the example described in Patent Document 1, the front side reinforcement is disposed in the vicinity of the upper door hinge, and is not positioned between the upper door hinge and the lower door hinge of the front pillar. Therefore, when a load is applied to the upper beam or the lower beam on the inner side in the vehicle width direction, this load is not distributed between the upper door hinge and the lower door hinge of the front pillar and is easily concentrated on the upper door hinge of the front pillar. . For this reason, the load transmission efficiency from both beams to the inside of the vehicle body via the front pillar was also low.

  In the example described in Patent Document 1, there is a gap between the front side reinforcement and the steering support beam. For this reason, the load transmission efficiency from the front side reinforcement to the steering support beam was also low.

  This invention is made | formed in view of the said situation, The objective is to provide the vehicle door structure which can improve load transmission efficiency.

  In order to solve the above-described problem, the vehicle door structure according to claim 1 includes a pair of impact beams extending in the vehicle front-rear direction at vertical positions inside the door, and a fixed surface to which the impact beams are fixed. And a connecting member having a flange extending on the fixed surface and extending in the vehicle vertical direction and protruding in the vehicle width direction.

  Thus, in the vehicle door structure according to the first aspect, the flange that extends in the vehicle vertical direction and protrudes in the vehicle width direction is formed on the fixed surface of the connecting member to which the pair of impact beams are connected. According to this configuration, for example, even when a load is applied to the lower impact beam on the inner side in the vehicle width direction, the flange supports the fixed surface, so that the lower impact beam connecting portion of the fixed surface is connected to the upper impact beam connecting portion. Thus, bending deformation inward in the vehicle width direction is suppressed (that is, rigidity is increased). Thereby, the load transmission efficiency from one impact beam to the other impact beam through the connecting member can be improved.

  Further, by forming a flange extending in the vehicle vertical direction and projecting in the vehicle width direction on the fixed surface of the connecting member, for example, when a load is applied from the vehicle front side to the vehicle rear side, this load is applied to the wide surface of the flange. Can be received at. Thereby, after receiving the load from the vehicle front side to the vehicle rear side with the flange, it can be efficiently transmitted to the vehicle rear side via both impact beams.

  In order to solve the above problem, the vehicle door structure according to claim 2 is a pair of impact beams extending in the vehicle front-rear direction at the vertical position inside the door, and a fixed to which the impact beams are fixed. And a connecting member configured to connect the impact beams at a portion where the impact beams are fixed by the fixing surface.

  Thus, in the vehicle door structure according to the second aspect, the portions fixed by the fixing surfaces of the connecting members of the impact beams are connected by the connecting columns. According to this structure, the rigidity of the site | part fixed by the fixing surface of the connection member of each impact beam is improved by the connection support | pillar. Therefore, the load transmission efficiency from one impact beam to the other impact beam can be improved.

  In order to solve the above-mentioned problem, the vehicle door structure according to claim 3 includes a pair of impact beams that extend in the vehicle front-rear direction at vertical positions inside the door and intersect each other, and the pair of impact beams. And a connecting member configured to have a fixed surface to which the impact beams are fixed at the intersecting portions.

  Thus, in the vehicle door structure according to the third aspect, the impact beams intersect with each other when viewed from the side of the vehicle, and the fixing surface of the connecting member is fixed to the intersected portion. According to this configuration, since the impact beams intersect with each other when viewed from the side of the vehicle, the load transmission efficiency from one impact beam to the other impact beam is high. Further, since the intersecting portions of the impact beams are fixed by the fixing surface of the connecting member, the rigidity of the intersecting portions of the impact beams is increased. Therefore, the load transmission efficiency from one impact beam to the other impact beam can be improved.

  In order to solve the above-mentioned problem, the vehicle door structure according to claim 4 includes a pair of impact beams extending in the vehicle front-rear direction at the vertical position inside the door, and a fixed to which the impact beams are fixed. And a connecting member having a surface and a bead formed on the fixed surface along the vehicle vertical direction.

  Thus, in the vehicle door structure according to the fourth aspect, the bead is formed along the vehicle vertical direction on the fixed surface of the connecting member to which the pair of impact beams are connected. According to this configuration, since the rigidity of the fixing surface of the connecting member is enhanced by the bead, the load transmission efficiency from one impact beam to the other impact beam can thereby be improved.

  In order to solve the above-described problem, the vehicle door structure according to claim 5 includes a pair of impact beams extending in the vehicle front-rear direction at a vertical position inside the door, and the pair of impacts in a vehicle top view. And a connecting member that extends in a direction intersecting with the axial direction of the beam and has a fixed surface to which each impact beam is fixed.

  Thus, in the vehicle door structure according to the fifth aspect, the fixed surface of the connecting member to which the pair of impact beams are connected extends in a direction intersecting with the axial direction of the pair of impact beams as viewed from above the vehicle. According to this configuration, for example, even when a load is applied to the lower impact beam inward in the vehicle width direction, this load does not act perpendicularly to the fixed surface (the fixed surface is inclined with respect to the load direction and the load is not applied). Therefore, the lower impact beam connecting portion of the fixed surface is prevented from bending and deforming inward in the vehicle width direction with respect to the upper impact beam connecting portion (that is, the rigidity is increased). Thereby, the load transmission efficiency from one impact beam to the other impact beam through the connecting member can be improved.

  At this time, as described in claim 6, in the vehicle door structure according to any one of claims 2 to 5, a flange that extends in the vehicle vertical direction and protrudes in the vehicle width direction is formed on the fixed surface. If formed, for example, even when a load is applied to the lower impact beam inward in the vehicle width direction, the flange supports the fixed surface, so the lower impact beam connecting portion of the fixed surface is in contact with the upper impact beam connecting portion. Thus, bending deformation inward in the vehicle width direction is suppressed (that is, rigidity is increased). Thereby, the load transmission efficiency from one impact beam to the other impact beam via the connecting member can be further improved.

  Further, by forming a flange extending in the vehicle vertical direction and projecting in the vehicle width direction on the fixed surface of the connecting member, for example, when a load is applied from the vehicle front side to the vehicle rear side, this load is applied to the wide surface of the flange. Can be received at. Thereby, after receiving the load from the vehicle front side to the vehicle rear side with the flange, it can be efficiently transmitted to the vehicle rear side via both impact beams.

  According to a seventh aspect of the present invention, in the vehicle door structure according to any one of the first to sixth aspects, the concave fixing portion that fixes each impact beam in a circumferential direction is fixed to the fixed surface. When each impact beam is formed and fixed to the concave fixing portion, each impact beam is held in a so-called state. Therefore, even when a load is applied to one impact beam in the vehicle vertical direction or in an oblique direction with respect to the vehicle vertical direction, this load can be transmitted to the other impact beam via the fixed surface. Thereby, even when a load is applied in the vehicle up-down direction or the oblique direction with respect to the vehicle up-down direction, the load transmission efficiency from one impact beam to the other impact beam can be improved.

  Further, as described in claim 8, in the vehicle door structure according to any one of claims 1 to 7, each impact beam overlaps with a pillar provided on the vehicle body in a side view of the vehicle. If it is arrange | positioned, the load added to the vehicle width direction inside to each impact beam can be transmitted to a pillar. Thereby, the load transmission efficiency from each impact beam to the pillar can be improved.

  Further, as described in claim 9, in the vehicle door structure according to claim 8, when the end side of each impact beam is positioned between a pair of door hinges provided in the pillar, The load applied to the inside can be transmitted and distributed between the mounting portions of the upper and lower door hinges in the pillar. As a result, it is possible to prevent load concentration on one of the upper and lower door hinges and improve the load transmission efficiency from each impact beam to the inside of the vehicle body via the pillar.

  Further, as described in claim 10, in the vehicle door structure according to any one of claims 1 to 9, each impact beam includes a support beam and a vehicle that extend in the vehicle width direction on the vehicle body. If they are arranged so as to overlap in a side view, the load applied to each impact beam inward in the vehicle width direction can be transmitted to the support beam. Thereby, the load transmission efficiency from each impact beam to the inside of the vehicle body via the support beam can be improved.

  In order to solve the above-described problem, the vehicle door structure according to claim 11 includes a support beam that extends in the vehicle front-rear direction and extends in the vehicle width direction inside the door, and a vehicle side view. It is characterized by having an impact beam arranged to overlap each other.

  Thus, in the vehicle door structure according to the eleventh aspect, the impact beam is disposed so as to overlap the support beam in a side view of the vehicle. Therefore, the load applied to the impact beam on the inner side in the vehicle width direction can be transmitted to the support beam. Thereby, the load transmission efficiency from the impact beam to the inside of the vehicle body via the support beam can be improved.

  At this time, as described in claim 12, in the vehicle door structure according to claim 10 or 11, the load applied to the impact beam can be transmitted to the support beam between the support beam and the impact beam. When the load transmitting member is disposed, a load applied to the impact beam on the inner side in the vehicle width direction can be transmitted to the support beam via the load transmitting member. Thereby, the load transmission efficiency from the impact beam to the inside of the vehicle body via the support beam can be further improved.

  In order to solve the above-mentioned problem, the vehicle door structure according to claim 13 includes an impact beam having an end portion positioned between a pair of door hinges of a pillar provided on the vehicle body.

  Thus, in the vehicle door structure according to the thirteenth aspect, the end portion side of the impact beam is located between the pair of door hinges of the pillar. Therefore, the load applied to the impact beam on the inner side in the vehicle width direction can be transmitted and distributed between the attachment portions of the upper and lower door hinges in the pillar. As a result, it is possible to prevent load concentration on one of the upper and lower door hinges and improve the load transmission efficiency from the impact beam to the inside of the vehicle body via the pillar.

  At this time, as described in claim 14, in the vehicle door structure according to any one of claims 11 to 13, the pair of impact beams extend in the vehicle front-rear direction at the vertical position inside the door. When each impact beam is connected by the connecting member, the load applied to one of the pair of impact beams can be transmitted to the other while the load is distributed to the inside of the vehicle body. Thereby, the load transmission efficiency to the vehicle body inner side can be further improved.

  At this time, as described in the first to seventh aspects of the invention, a flange is provided on a fixing surface for fixing the pair of impact beams of the connecting member, or each impact beam is fixed by the fixing surface. By applying each reinforcement such as connecting each impact beam by a connecting column at the part, the load transmission efficiency from one impact beam to the other impact beam via the connecting member can be improved.

  As described in detail above, according to the vehicle door structure of the first aspect, the flange extending in the vehicle vertical direction and protruding in the vehicle width direction is formed on the fixed surface of the connecting member to which the pair of impact beams are connected. As a result, the load transmission efficiency from one impact beam to the other impact beam via the connecting member can be improved.

  According to the vehicle door structure of the second aspect, the portion fixed by the fixing surface of the connecting member of each impact beam is connected by the connecting support column. The load transmission efficiency to the beam can be improved.

  Further, according to the vehicle door structure of the third aspect, the impact beams intersect each other in the side view of the vehicle, and the fixing surface of the connecting member is fixed to the intersected portion. The load transmission efficiency from one impact beam to the other impact beam can be improved.

  According to the vehicle door structure of the fourth aspect, the bead is formed along the vehicle vertical direction on the fixed surface of the connecting member to which the pair of impact beams are connected. The load transmission efficiency from one to the other impact beam can be improved.

  Further, according to the vehicle door structure of the fifth aspect, the fixed surface of the connecting member to which the pair of impact beams are connected extends in a direction intersecting with the axial direction of the pair of impact beams in the vehicle top view. Thereby, the load transmission efficiency from one impact beam to the other impact beam via the connecting member can be improved.

  According to the vehicle door structure described in claim 6, in the vehicle door structure according to any one of claims 2 to 5, the fixed surface extends in the vehicle vertical direction and protrudes in the vehicle width direction. As a result, the load transmission efficiency from one impact beam to the other impact beam via the connecting member can be further improved.

  According to the vehicle door structure described in claim 7, in the vehicle door structure according to any one of claims 1 to 6, each impact beam is fixed to the fixed surface so as to be wrapped in the circumferential direction. A concave fixing part is formed, and each impact beam is fixed to the concave fixing part, so that, even when a load is applied in the vehicle up-down direction or the vehicle up-down direction, The load transmission efficiency from one impact beam to the other impact beam can be improved.

  According to the vehicle door structure described in claim 8, in the vehicle door structure according to any one of claims 1 to 7, each impact beam includes a pillar provided on the vehicle body and a vehicle side view. Thus, the load transmission efficiency from each impact beam to the pillar can be improved.

  According to the vehicle door structure according to claim 9, in the vehicle door structure according to claim 8, the end side of each impact beam is located between the pair of door hinges provided in the pillar. The load concentration to any of the upper and lower door hinges can be prevented, and the load transmission efficiency from each impact beam to the inside of the vehicle body via the pillar can be improved.

  Further, according to the vehicle door structure according to claim 10, in the vehicle door structure according to any one of claims 1 to 9, each impact beam is extended to the vehicle body in the vehicle width direction. Since the support beam is arranged so as to overlap with the side view of the vehicle, the load transmission efficiency from each impact beam to the inside of the vehicle body via the support beam can be improved.

  According to the vehicle door structure of the eleventh aspect, since the impact beam is arranged so as to overlap the support beam in a side view of the vehicle, this allows the impact beam to enter the vehicle body via the support beam. It is possible to improve the load transmission efficiency.

  According to the vehicle door structure of claim 12, in the vehicle door structure of claim 10 or claim 11, a load applied to the impact beam is applied to the support beam between the support beam and the impact beam. Since the load transmitting member capable of transmitting is arranged, the load transmitting efficiency from the impact beam to the inside of the vehicle body via the support beam can be further improved.

  Further, according to the vehicle door structure of the thirteenth aspect, since the end portion side of the impact beam is located between the pair of door hinges of the pillar, this prevents load concentration on one of the upper and lower door hinges. The load transmission efficiency from the impact beam to the inside of the vehicle body via the pillar can be improved.

  According to the vehicle door structure of claim 14, in the vehicle door structure of any one of claims 11 to 13, the pair of impact beams are arranged in the vehicle front-rear direction at the vertical position inside the door. Since each impact beam is connected by the connecting member, the load transmission efficiency to the inside of the vehicle body can be further improved.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. It should be noted that members, arrangements, and the like described below do not limit the present invention, and it goes without saying that various modifications can be made in accordance with the spirit of the present invention.

  First, the configuration of a vehicle door structure 10 according to an embodiment of the present invention will be described with reference to FIGS. 1 and 2.

  The vehicle door structure 10 according to an embodiment of the present invention can be suitably applied to a vehicle 12 such as a passenger car, for example. Hereinafter, the example which applied the vehicle door structure 10 of this embodiment to the front door 14 of the vehicle 12 is demonstrated.

  The vehicle 12 according to the present embodiment is provided with a front door 14. The front door 14 can be freely opened and closed by a door hinge 18 provided at a vertical position of the front pillar 16. A steering support beam 22 is extended in the vehicle width direction on the instrument panel 20 provided in the vehicle 12 of the present embodiment.

  Inside the front door 14, a pair of impact beams 24 are extended in the vehicle longitudinal direction. The pair of impact beams 24 are respectively disposed at upper and lower positions inside the door. In the following description, when each of the upper and lower impact beams 24 is specified, the upper impact beam is denoted by reference numeral 24A, and the lower impact beam is denoted by reference numeral 24B.

  The rear end of each impact beam 24 is fixed to an inner panel 28 inside the front door 14 by a fixing member 26, and the front end of each impact beam 24 is connected to the inner panel 28 (see FIG. 2) via a connecting member 30. ). The connecting member 30 of the present embodiment is formed as a flat plate having a short dimension in the vehicle vertical direction, and is positioned between the pair of door hinges 18 in a side view of the vehicle.

  In the state where each impact beam 24 is fixed to the inner panel 28 as described above, the upper impact beam 24A is inclined forward and downward from the vehicle rear to the front, and the lower impact beam 24B is rearward of the vehicle. As it goes from the front to the front, it leans forward. Further, the front ends of the impact beams 24 are connected to each other by the connecting member 30 in a state of being brought close to each other.

  Further, in the present embodiment, as shown in FIG. 1, each impact beam 24 has its front end side overlapped with the front pillar 16 and the steering support beam 22 in the vehicle side view, and its rear end side is the center pillar 32 and the vehicle side surface. It arrange | positions so that it may overlap in view. Further, the front end portion of each impact beam 24 is located between the pair of door hinges 18 in a side view of the vehicle. Further, as shown in FIG. 2, a load transmission member 34 capable of transmitting a load applied to the impact beam 24 to the steering support beam 22 is disposed between the steering support beam 22 and the impact beam 24.

  Next, the operation of the vehicle door structure 10 having the above configuration will be described.

  In the vehicle door structure 10 of the present embodiment, the front ends of the impact beams 24 are connected by the connecting member 30 as described above. According to this configuration, for example, when a load is applied to the lower impact beam 24B from the vehicle outer side to the vehicle width direction inner side, the load can be transmitted to the upper impact beam 24A via the connecting member 30. it can. As a result, the load applied to one impact beam 24 can be transmitted to the other impact beam 24 and dispersed (that is, the proof stress of the other impact beam 24 can be fully utilized).

  Further, in the present embodiment, each impact beam 24 is arranged so as to overlap with the front pillar 16 provided on the vehicle body in a side view of the vehicle. Accordingly, a load applied to each impact beam 24 in the vehicle width direction can be transmitted to the front pillar 16. Thereby, the load transmission efficiency from each impact beam 24 to the front pillar 16 can be improved.

  Similarly, in this embodiment, each impact beam 24 is disposed so as to overlap with a center pillar 32 provided on the vehicle body in a side view of the vehicle. Accordingly, the load applied to each impact beam 24 in the vehicle width direction can be transmitted to the center pillar 32. Thereby, the load transmission efficiency from each impact beam 24 to the center pillar 32 can be improved.

  In the present embodiment, the front pillar 16 includes a pair of door hinges 18, and the front end portion of each impact beam 24 is positioned between the pair of door hinges 18. Therefore, the load applied to each impact beam 24 in the vehicle width direction can be transmitted and distributed between the attachment portions of the upper and lower door hinges 18 in the front pillar 16. Thereby, the load concentration to any of the upper and lower door hinges 18 can be prevented, and the load transmission efficiency from each impact beam 24 to the inside of the vehicle body via the front pillar 16 can be improved.

  As described above, when the front end portion of each impact beam 24 is positioned between the pair of door hinges 18, the position of the lower impact beam 24 </ b> B can be lowered to the lower side of the front door 14. Thereby, the load applied to the low position of the front door 14 can be supported by the lower impact beam 24B.

  In the present embodiment, the vehicle body is provided with a steering support beam 22 extending in the vehicle width direction, and each impact beam 24 is disposed so as to overlap the steering support beam 22 in a side view of the vehicle. Accordingly, a load applied to each impact beam 24 in the vehicle width direction can be transmitted to the steering support beam 22. As a result, the load transmission efficiency from each impact beam 24 to the inside of the vehicle body via the steering support beam 22 can be improved.

  Further, in the present embodiment, a load transmission member 34 capable of transmitting a load applied to the impact beam 24 to the steering support beam 22 is disposed between the steering support beam 22 and the impact beam 24. Therefore, the load applied to the impact beam 24 on the inner side in the vehicle width direction can be transmitted to the steering support beam 22 via the load transmission member 34. Thereby, the load transmission efficiency from the impact beam 24 to the inside of the vehicle body via the steering support beam 22 can be further improved.

  In the present embodiment, the upper impact beam 24A is inclined forward and downward as it goes from the rear to the front of the vehicle, and the lower impact beam 24B is inclined upward and forward as it goes from the rear to the front of the vehicle. Therefore, water droplets that have entered the front door 14 are likely to fall through the impact beams 24.

  Further, by connecting each impact beam 24 by the connecting member 30 on the door hinge 18 side of the front door 14, the rigidity of the door hinge 18 side of the front door 14 is improved, thereby preventing the front door 14 from being lowered. .

  Next, the modification of the vehicle door structure 10 which concerns on one Embodiment of this invention is demonstrated.

  In the said embodiment, although the connection member 30 was formed in flat form, you may make it as follows. That is, as shown in FIG. 3, a concave fixing portion 30B for fixing each impact beam 24 so as to wrap in the circumferential direction is formed on the fixing surface 30A to which each impact beam 24 of the connecting member 30 is connected. 24 may be fixed to the concave fixing portion 30B.

  If it does in this way, it will be in the state where each impact beam 24 was inserted in fixed surface 30A. Therefore, even when a load is applied to one impact beam 24 in the vehicle vertical direction or in an oblique direction with respect to the vehicle vertical direction, this load can be transmitted to the other impact beam 24 via the fixed surface 30A. Thereby, even when a load is applied in the vehicle up-down direction or in an oblique direction with respect to the vehicle up-down direction, the load transmission efficiency from one impact beam 24 to the other impact beam 24 can be improved.

  Further, as shown in FIGS. 4 to 11, flanges 30 </ b> C that extend in the vehicle vertical direction and project in the vehicle width direction may be formed on the front and rear ends of the fixed surface 30 </ b> A of the connecting member 30. According to this configuration, for example, even when a load is applied to the lower impact beam 24 in the vehicle width direction, the flange 30C supports the fixed surface 30A. Bending deformation to the inside in the vehicle width direction with respect to the beam connecting portion is suppressed (that is, rigidity is increased). Thereby, the load transmission efficiency from one impact beam 24 to the other impact beam 24 via the connecting member 30 can be improved.

  Further, by forming a flange 30C extending in the vehicle vertical direction and projecting in the vehicle width direction on the fixed surface 30A of the connecting member 30, for example, when a load is applied from the vehicle front side to the vehicle rear side, the load is applied to the flange 30C. It can be received on a wide area of 30C. As a result, the load from the front of the vehicle to the rear side of the vehicle can be efficiently transmitted to the rear side of the vehicle via both impact beams 24 after being received by the flange 30C.

  When a load is applied to the impact beam 24 in the vehicle width direction, the connecting member 30 moves inward in the vehicle width direction together with the impact beam 24, whereby the flange 30C of the connecting member 30 moves the front pillar 16 and the steering support beam. 22 is caught. Accordingly, the movement of the impact beam 24 in the vehicle longitudinal direction is suppressed, and the load applied to the impact beam 24 is efficiently transmitted to the inside in the vehicle width direction.

  Moreover, in the said embodiment, although it comprised so that load transmission might be performed via the connection member 30 from one side of a pair of impact beam 24, it may be performed as follows. That is, as shown in FIG. 5, the portions fixed by the fixing surface 30 </ b> A of the connecting member 30 of each impact beam 24 may be connected by the connecting column 36. According to this configuration, the rigidity of the portion of the impact beam 24 fixed by the fixing surface 30 </ b> A of the connecting member 30 is enhanced by the connecting column 36. Therefore, the load transmission efficiency from one impact beam 24 to the other impact beam 24 can be improved.

  Further, as shown in FIGS. 6A and 6B, the impact beams 24 intersect with each other when viewed from the side of the vehicle, and the fixing surface 30A of the connecting member 30 is fixed to the intersected portion. May be. In this modification, the intersecting portions of the impact beams 24 are formed in a semicircular cross section. Further, the planes of the semicircular portions are overlapped. According to this configuration, since the impact beams 24 intersect with each other when viewed from the side of the vehicle, the load transmission efficiency from one impact beam 24 to the other impact beam 24 is high. Further, since the intersecting portions of the impact beams 24 are fixed by the fixing surface 30A of the connecting member 30, the rigidity of the intersecting portions of the impact beams 24 is increased. Therefore, the load transmission efficiency from one impact beam 24 to the other impact beam 24 can be improved. In this case, the concave fixing portion 30B may be formed so as to follow the intersecting shape of the impact beams 24 as shown in FIG.

  Moreover, in the said embodiment, although the fixed surface 30A to which each impact beam 24 of the connection member 30 is fixed was comprised by the plane, you may make it as follows. That is, as shown in FIG. 8, a bead 38 may be formed along the vehicle vertical direction between the impact beams 24 on the fixed surface 30 </ b> A of the connecting member 30. According to this configuration, since the rigidity of the fixed surface 30A of the connecting member 30 is enhanced by the bead 38, the load transmission efficiency from one impact beam 24 to the other impact beam 24 can thereby be improved. .

  Further, as shown in FIG. 9, beads 40 may be formed along the vehicle vertical direction at vertical positions sandwiching each impact beam 24 of the fixed surface 30 </ b> A of the connecting member 30. Also with this configuration, the rigidity of the fixed surface 30 </ b> A of the connecting member 30 is enhanced by the bead 40, whereby the load transmission efficiency from one impact beam 24 to the other impact beam 24 can be improved.

  Moreover, in the said embodiment, although the fixed surface 30A of the connection member 30 was extended and formed in the direction parallel to the axial direction of a pair of impact beam 24 by the vehicle upper surface view, you may make it as follows. That is, as shown in FIGS. 10 and 11, the fixed surface 30A of the connecting member 30 to which the pair of impact beams 24 are connected extends in a direction intersecting the axial direction of the pair of impact beams 24 in the vehicle top view. May be. Further, in this case, the concave fixing portion 30 </ b> B is positioned at a corner portion of the connecting member 30, and is configured to become shallower (narrower) toward the distal end side of the impact beam 24.

  According to this configuration, for example, even when a load is applied to the lower impact beam 24 inward in the vehicle width direction, this load does not act perpendicularly to the fixed surface 30A (the fixed surface 30A is oblique to the load direction). Therefore, the lower impact beam connecting portion of the fixed surface 30A is prevented from being bent and deformed inward in the vehicle width direction with respect to the upper impact beam connecting portion (that is, the rigidity is increased). ). Thereby, the load transmission efficiency from one impact beam 24 to the other impact beam 24 via the connecting member 30 can be improved.

  In addition, the front end of the impact beam 24 is cut obliquely, and the cut portion is fixed to the fixing surface 30A of the connecting member 30, so that the fixed surface 30A of the connecting member 30 and the pair of impact beams 24 are viewed from the top of the vehicle. The axial directions may intersect.

FIG. 1 is a side view of a vehicle to which a vehicle door structure according to an embodiment of the present invention is applied. FIG. 2 is a cross-sectional view showing a configuration of a vehicle door structure according to an embodiment of the present invention. FIG. 3 is a sectional view showing a first modification of the vehicle door structure according to the embodiment of the present invention. FIG. 4 is a sectional view showing a second modification of the vehicle door structure according to the embodiment of the present invention. FIG. 5 is a perspective view showing a third modification of the vehicle door structure according to the embodiment of the present invention. 6A and 6B are views showing a fourth modification of the vehicle door structure according to the embodiment of the present invention. FIG. 6A is a perspective view, and FIG. 6B is a cross-sectional view taken along line AA. FIG. 7 is a perspective view showing a fifth modification of the vehicle door structure according to the embodiment of the present invention. FIG. 8 is a perspective view showing a sixth modification of the vehicle door structure according to the embodiment of the present invention. FIG. 9 is a perspective view showing a seventh modification of the vehicle door structure according to the embodiment of the present invention. FIG. 10 is a perspective view showing an eighth modification of the vehicle door structure according to the embodiment of the present invention. FIGS. 11A and 11B are views showing an eighth modification of the vehicle door structure according to the embodiment of the present invention. FIG. 11A is a top view and FIG. 11B is a side view.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle door structure 16 Front pillar 18 Door hinge 22 Steering support beam 24, 24A, 24B Impact beam 30 Connecting member 30A Fixing surface 30B Concave fixing part 30C Flange 32 Center pillar 34 Load transmission member 36 Connecting support | pillar 38, 40 Bead

Claims (14)

A pair of impact beams extending in the vehicle longitudinal direction at the vertical position inside the door;
A connecting member having a fixed surface to which each impact beam is fixed and having a flange formed on the fixed surface extending in the vehicle vertical direction and protruding in the vehicle width direction;
A vehicle door structure characterized by comprising: A pair of impact beams extending in the vehicle longitudinal direction at the vertical position inside the door;
A connecting member configured to have a fixed surface to which each impact beam is fixed;
A connecting column for connecting the impact beams at a portion where the impact beams are fixed by the fixing surface;
A vehicle door structure characterized by comprising: A pair of impact beams extending in the vehicle longitudinal direction at the vertical position inside the door and intersecting each other in a vehicle side view;
A connecting member configured to have a fixed surface to which the impact beams are fixed at the intersecting portions of the pair of impact beams;
A vehicle door structure characterized by comprising: A pair of impact beams extending in the vehicle longitudinal direction at the vertical position inside the door;
A connecting member having a fixed surface to which each impact beam is fixed and having a bead formed on the fixed surface along the vehicle vertical direction;
A vehicle door structure characterized by comprising: A pair of impact beams extending in the vehicle longitudinal direction at the vertical position inside the door;
A connecting member configured to have a fixed surface that extends in a direction intersecting the axial direction of the pair of impact beams as viewed from above the vehicle;
A vehicle door structure characterized by comprising:   The vehicle door structure according to any one of claims 2 to 5, wherein a flange that extends in a vehicle vertical direction and protrudes in a vehicle width direction is formed on the fixed surface. The fixing surface is formed with a concave fixing portion that fixes each impact beam so as to wrap in the circumferential direction,
The vehicle door structure according to any one of claims 1 to 6, wherein each impact beam is fixed to the concave fixing portion.   The vehicle door structure according to any one of claims 1 to 7, wherein each of the impact beams is disposed so as to overlap with a pillar provided on a vehicle body in a side view of the vehicle.   The vehicle door structure according to claim 8, wherein an end portion side of each impact beam is located between a pair of door hinges provided in the pillar.   10. The impact beam according to claim 1, wherein each impact beam is disposed so as to overlap with a support beam extending in a vehicle width direction on a vehicle body in a side view of the vehicle. Vehicle door structure.   A vehicle door structure comprising an impact beam arranged in a vehicle front-rear direction and a support beam extended in a vehicle width direction so as to overlap a vehicle body in a vehicle side view.   The load transmitting member capable of transmitting a load applied to the impact beam to the support beam is disposed between the support beam and the impact beam. Vehicle door structure.   A vehicle door structure comprising an impact beam having an end portion positioned between a pair of pillar hinges provided on a vehicle body. A pair of impact beams extend in the vehicle front-rear direction at the vertical position inside the door,
The vehicle door structure according to any one of claims 11 to 13, wherein the impact beams are connected by a connecting member.

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