JP2007253785A - Front door reinforcing structure of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a front door reinforcing structure of a vehicle with a built-in center pillar door which securely absorbs impact and prevents breakage of a rear door by generating a predetermined deformation of a front door when the impact is inputted to the front door through offset collision or the like. <P>SOLUTION: A front edge 9a of an inner panel 9 and a rear edge 10a of a hinge reinforcement 10 are linearly joined with each other in an upper and lower direction at the inside of a cabin of the front door 1. A front edge 14a of a belt line reinforcement 14 of an upper part of a door and a folded bead 17 formed at a corner of a lower side part 15 of the door are coincided with each other in a front and rear direction relative to the rear edge 10a of the hinge reinforcement 10. Sites with a low rigidity are continuously provided from an upper side of the front door 1 to a lower side thereof in a front and rear position which corresponds with the rear edge 10a of the hinge reinforcement 10, so that door deformation is facilitated. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle in which the center pillar on the vehicle body side is eliminated, and more particularly to a front door reinforcing structure for causing desired door deformation at the time of an offset collision.

  A center pillar door built-in type vehicle in which the center pillar on the vehicle body side is eliminated by incorporating the center pillar in the front door and the rear door has been widely used in recent years because it is easy to use when getting on and off. In this type of vehicle with a built-in center pillar door, for example, the opening corresponding to the front seat entrance / exit can be closed by a front door that opens and closes around the front hinge, and the opening corresponding to the rear seat entrance can be slid rearward Although it is configured to be closed by a sliding door, there is a disadvantage in a collision compared to a normal vehicle because there is no center pillar on the vehicle body side.

  That is, when an impact is input to the front door due to an offset collision or the like, the impact is transmitted to the rear door without being absorbed by the center pillar on the vehicle body side, and there is a possibility that the rear door cannot be opened due to deformation. Further, the door hinge may be damaged on the front door side due to the impact, for example, the door hinge may be broken or separated. Accordingly, various measures have been proposed for preventing such a situation (see, for example, Patent Document 1).

The technique disclosed in Patent Document 1 is such that a folded bead is formed on the inner panel of the front door so as to be positioned at the front portion of the belt line, and the front door is folded to the vehicle interior side from the folded bead at the time of an offset collision. Is deformed.
JP 2004-148878 A

However, in the technique disclosed in Patent Document 1, since door deformation is caused by local rigidity reduction due to the bead formed on the belt line, the desired door deformation, that is, the impact at the time of collision can be efficiently performed. There is room for improvement in this respect, as it is difficult to say that an absorbable door deformation can occur reliably.
Moreover, in order to cause door deformation, it is necessary to form an extremely large and deep bent bead in the belt line. As a result, the rigidity of the belt line is greatly reduced, for example, the trim may flutter when the door is closed. Alternatively, there is another problem that the feeling during the operation of the regulator is deteriorated.

  The present invention has been made to solve such problems, and its object is to cause the front door to undergo the desired deformation when an impact is input to the front door due to an offset collision or the like. Therefore, it is possible to absorb the shock securely and prevent the situation that the rear door cannot be opened when the shock is transmitted to the rear door, and the front door cannot be opened due to damage to the hinge of the front door. An object of the present invention is to provide a vehicle front door reinforcing structure that can prevent the deterioration and prevent the adverse effects caused by the deterioration.

  In order to achieve the above object, a first aspect of the present invention is a vehicle front door reinforcing structure that eliminates a vehicle body side center pillar, and is disposed at a front portion of an inner panel that constitutes a vehicle interior side of the door, and a rear edge is provided. An inner panel arranged along the door belt line, and a mounting reinforcement to which a connecting member for connecting the door is connected to the vehicle body side, and is joined to the inner panel in a substantially straight line in the vertical direction. A beltline reinforcement joined to the beltline reinforcement, and an upper deformation starting point portion provided on the beltline reinforcement at a front and rear position substantially corresponding to the rear edge of the attachment reinforcement.

  Accordingly, since the rear edge of the attachment reinforcement is substantially straight in the vertical direction, the front door has a portion of low rigidity continuing in the vertical direction along the rear edge of the attachment reinforcement. The belt line reinforcement functions to reinforce the belt line of the door, but the belt line reinforcement is provided with an upper deformation starting point at the front and rear positions corresponding to the rear edge of the attachment reinforcement. The beltline reinforcement will not interfere with door deformation at the trailing edge. Therefore, when an impact is input to the front door from the front due to an offset collision or the like, the entire front door is reliably deformed at the rear edge of the mounting reinforcement while being deformed with the upper deformation starting point as a base point to absorb the impact. , It is possible to prevent the situation that the rear door cannot be opened when an impact is transmitted to the rear door, and the front door cannot be opened when the connecting member of the front door is damaged (folded or separated) by an excessive load. .

  In addition, since the rear edge of the attachment reinforcement and the upper deformation starting point of the beltline reinforcement are dispersed, the rigidity of the front door is reduced as a whole. Since the rigidity of the belt line does not decrease locally as in the described folding beat, undesirable tendencies such as trim fluttering when the door is closed and deterioration of the regulator operation feeling are prevented.

According to a second aspect of the present invention, in the first aspect, the upper deformation starting portion is formed by avoiding direct joining without causing the front edge of the beltline reinforcement to overlap the rear edge of the attachment reinforcement in the front-rear direction. It is.
Therefore, since the front edge of the beltline reinforcement does not overlap with the rear edge of the attachment reinforcement in the front-rear direction and the rigidity is reduced, this portion functions as an upper deformation starting point at the time of collision. Thus, it is possible to prevent the door line deformation from being prevented by the beltline reinforcement.

According to a third aspect of the present invention, in the first aspect, the front edge of the belt line reinforcement is overlapped and joined in the front-rear direction with respect to the rear edge of the attachment reinforcement, and the rear edge of the attachment reinforcement of the belt line reinforcement A bead or a notch is formed as an upper deformation starting point at the front and rear positions corresponding to.
Therefore, since the bead or notch is formed at the front and rear positions corresponding to the rear edge of the attachment reinforcement of the beltline reinforcement, this portion functions as an upper deformation starting point at the time of collision. A situation in which door deformation is prevented by the beltline reinforcement is prevented from starting to deform.

  According to a fourth aspect of the present invention, in the vehicle front door reinforcement structure in which the vehicle body side center pillar is eliminated, the rear panel is disposed in the front portion of the inner panel constituting the vehicle interior side of the door, and the rear edge is substantially straight in the vertical direction. The lower part of the door is formed so as to form a corner extending in the front-rear direction at the lower part of the door by the inner panel. It includes a side portion and a lower deformation starting point portion provided on the lower side portion of the door at a front and rear position substantially corresponding to the rear edge of the hinge reinforcement.

  Accordingly, since the rear edge of the attachment reinforcement is substantially straight in the vertical direction, the front door has a portion of low rigidity continuing in the vertical direction along the rear edge of the attachment reinforcement. In addition, the door lower side portion constituting the lower portion of the door has a corner portion and high rigidity, but the lower deformation starting point portion is formed on the door lower side portion corresponding to the rear edge of the attachment reinforcement, The door lower side portion does not hinder door deformation at the rear edge of the attachment reinforcement. Therefore, when an impact is input to the front door from the front due to an offset collision or the like, the entire front door is reliably deformed at the rear edge of the mounting reinforcement while being deformed with the lower deformation starting point as a base point. Therefore, it is possible to prevent the situation that the rear door cannot be opened when an impact is transmitted to the rear door, and the front door cannot be opened when the connecting member of the front door is damaged (folded or separated) due to an excessive load. The

  In addition, the rigidity of the front door is reduced as a whole due to the dispersion of the rear edge of the attachment reinforcement, which is a low-rigidity portion, and the lower deformation starting point of the lower portion of the door. Since the beltline rigidity does not decrease locally unlike the folding beat described in the above, undesired tendencies such as trim fluttering when the door is closed and deterioration of the regulator operation feeling are prevented.

According to a fifth aspect of the present invention, in the fourth aspect of the present invention, a bead or a notch is formed as a lower deformation starting point portion at a front and rear position corresponding to the rear edge of the attachment reinforcement at the corner portion on the lower side of the door.
Therefore, since the rigidity of the part corresponding to the rear edge of the attachment reinforcement at the corner of the lower part of the door is reduced due to the formation of the bead or the notch, this part functions as a lower deformation starting part at the time of collision. A situation in which the door is prevented from being deformed by the lower side of the door is prevented from being deformed.

According to a sixth aspect of the present invention, in the first to fifth aspects, the rear edge and the deformation starting point of the attachment reinforcement are provided on the front side from the installation position of the inner handle of the door.
Therefore, the inner handle is connected to the door latch located at the rear side via a link mechanism in the door, but the front door is deformed on the front side from the installation position of the inner handle. The door can be opened by transmitting the operation of the inner handle to the door latch without being damaged.

According to a seventh aspect of the present invention, in the first to sixth aspects, the side impact bar is disposed substantially horizontally in the door, and is flat and deformed in a front-rear position corresponding to the rear edge of the side impact bar mounting reinforcement. The part is formed.
Therefore, the bent deformation portion of the side impact bar corresponding to the rear edge of the hinge reinforcement is flat and has low rigidity, so that the front door is deformed without being obstructed by the side impact bar.

  As described above, according to the vehicle front door reinforcing structure of the first to fifth aspects of the present invention, when an impact is input to the front door due to an offset collision or the like, the front door is caused to undergo the desired deformation to generate an impact. As a result, the rear door cannot be opened when an impact is transmitted to the rear door, and the front door cannot be opened due to damage to the connecting member of the front door. Can be avoided to prevent adverse effects caused by this.

According to the vehicle front door reinforcing structure of the sixth aspect of the invention, in addition to the first to fifth aspects, the front door can be opened without any trouble by operating the inner handle even after the door is deformed due to a collision.
According to the vehicle front door reinforcement structure of the seventh aspect of the invention, in addition to the first to sixth aspects, in the event of a collision, the front door is not obstructed by the side impact bar, and the front door is caused to undergo the desired deformation to ensure the impact. Can be absorbed.

Hereinafter, an embodiment of a front door reinforcing structure for a vehicle with a built-in center pillar door embodying the present invention will be described.
FIG. 1 is a front view showing a left side surface of a vehicle with a built-in center pillar door to which the front door reinforcing structure of the present embodiment is applied, FIG. 2 is a view seen from the outside of the passenger compartment with the outer panel of the front door removed, and FIG. FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. 3 showing a joint portion between the inner panel and the hinge reinforcement (attachment lymph face). The front door 1 is configured as a so-called swing door, and is disposed at a position corresponding to the front seat entrance 2 and is connected to the vehicle body by a pair of hinges 3 (connection members) on the front side, and is opened around these hinges 3. The The rear door 4 is configured as a so-called slide door and is disposed at a position corresponding to the rear seat entrance 5 and is slid rearward and opened after being pulled out to the outside of the passenger compartment.

  Latches 6 are provided at a total of four locations on the rear upper edge and rear lower edge of the front door 1 and on the front upper edge and front lower edge of the rear door 4. A striker 7 is provided around each of the mouths 2 and 5, and the upper and lower latches 6 are fitted into the striker 7, whereby the doors 1 and 4 are held in the closed positions. The latches 6 of the doors 1 and 4 are connected to the outer handles 1a and 4a and the inner handle 1b (shown on the front door 1 side in FIGS. 2 and 3) provided on the doors 1 and 4 through a link mechanism. By operating the outer handles 1a, 4a or the inner handle 1b, the latch 6 is released and the corresponding doors 1, 4 can be opened individually.

The front door 1 as a whole is formed by joining the outer panel 8 (shown in FIG. 5) outside the passenger compartment and the inner panel 9 inside the passenger compartment in a monaca shape. Measures are mainly taken mainly on the inner panel 9 side to cause the occurrence, and the configuration will be described in detail below.
The front portion of the front door 1 is reinforced by being configured with a hinge reinforcement 10 that is sufficiently thicker than the inner panel 9. The front portion of the hinge reinforcement 10 can be opened and closed from the vehicle body side by the hinge 3. It is supported by. In other words, an inner panel 9 is disposed on the rear side with a position slightly ahead of the inner handle 1b for opening and closing the front door, and a hinge reinforcement 10 is disposed on the front side. At the boundary position, the front edge 9a of the inner panel 9 and the rear edge 10a of the hinge reinforcement 10 are both aligned in the vertical direction, and are overlapped with each other with a predetermined width and joined by spot welding as shown in FIG. Thus, a mating portion 11 extending in a straight line in the vertical direction is formed. Around the front door 1, an inner panel 9 and a hinge reinforcement 10 are bent toward the outer panel 8, and the front edge, rear edge, and lower edge of these members 9, 10 form a hemming flange with respect to the outer panel 8. The belt line corresponding to the upper edge forms a slit (not shown) for raising and lowering the window between the outer panel 8 and the belt line.

  The lower end of the window sash 12 is fixed to the front and rear in the front door 1, and although not shown, a window regulator is disposed in the front door 1, and the rear part in the front door 1 functions as a center pillar. Reinforced by reinforcement. A service hole 13 is appropriately formed in the inner panel 9 and the hinge reinforcement 10, and maintenance of the window regulator is performed through the service hole 13.

  The section modulus changes abruptly on both the front and rear sides (the front edge 9a of the inner panel 9 and the rear edge 10a of the hinge reinforcement 10) of the joint portion 11 between the inner panel 9 and the hinge reinforcement 10, and in particular, the rear edge 10a of the hinge reinforcement 10 At the position, since the section thickness of the mating portion 11 (inner panel 9 + hinge reinforcement 10) changes from the thickness of the inner panel 9 and the section modulus decreases rapidly, the front door 1 extends along the rear edge 10a of the hinge reinforcement 10. Therefore, the places with low rigidity are continuous in the vertical direction.

  As shown in FIGS. 3 and 4, a belt line reinforcement 14 is disposed substantially horizontally along the belt line on the outer side of the inner panel 9, that is, the surface facing the outer panel 8. The periphery is joined to the inner panel 9 by spot welding. The rear edge of the beltline reinforcement 14 extends to the rear portion of the front door 1, and the front edge 14 a of the beltline reinforcement 14 is aligned with the rear edge 10 a of the hinge reinforcement 10 of the mating portion 11 in a straight line in the vertical direction. Match. As shown in FIG. 4, the beltline reinforcement 14 is set to have a sufficiently thick plate thickness with respect to the inner panel 9, but its front edge 14 a coincides with the rear edge 10 a of the hinge reinforcement 10, In other words, since it is not directly joined to the rear edge 10a of the hinge reinforcement 10 without overlapping in the front-rear direction (upper deformation starting portion), the rear edge 10a of the hinge reinforcement 10 is the most even at the height of the belt line. A portion having low rigidity and consequently low rigidity along the rear edge 10a of the hinge reinforcement 10 continues to the upper portion of the front door 1 corresponding to the belt line.

5 is a detailed view of a portion A of FIG. 3 showing the folded bead 17 formed in the lower portion of the front door 1, FIG. 6 is a sectional view taken along the line VI-VI of FIG. 5 showing the sectional shape of the folded bead 17, and FIG. FIG. 7 is a cross-sectional view taken along line VII-VII in FIG.
At the lower part of the front door 1, the inner panel 9 and the hinge reinforcement 10 are bent at a substantially right angle to the outer panel 8 side to form a door lower side portion 15, and further bent downward from the door lower side portion 15. Hemming flange 16 (shown in FIG. 5) is formed between As described above, the front edge 9a of the inner panel 9 and the rear edge 10a of the hinge reinforcement 10 extend downward in a straight line while forming the mating portion 11, and below the door lower side portion 15 the vehicle rear side. While approaching each other while extending obliquely toward the front, the hemming flange 16 is in a front-to-back relationship. This configuration prevents the hemming flange 16 from becoming difficult to form due to the overlap between the inner panel 9 and the hinge reinforcement 10.

  A folding bead 17 having a triangular shape is formed in the inner panel 9 at a position corresponding to a corner portion of the door lower side portion 15 (folding portion toward the outer panel 8 side), and is recessed toward the outside of the passenger compartment. The front and rear positions of 17 coincide with the rear edge 10a of the hinge reinforcement 10. The corner portion of the door lower side portion 15 is not easily deformed in the folding direction of the front door 1, and has the effect of increasing the rigidity of the inner panel 9 at a position corresponding to the rear edge 10 a of the hinge reinforcement 10. By forming the bead 17, the rigidity of the inner panel 9 is lowered (lower deformation starting point portion). As a result, the portion where the rigidity of the rear edge 10 a of the hinge reinforcement 10 is low is a front door corresponding to the lower door portion 15. It continues to the lower part of 1. Note that the shape of the folded bead 17 can be arbitrarily changed, and a cutout may be formed instead of the folded bead 17. Moreover, when the door lower side part 15 has a some corner | angular part, it is desirable to form the bead 17 in each corner | angular part.

  A side impact bar 18 is disposed in the front door 1 in a substantially horizontal direction. The side impact bar 18 is manufactured by winding a steel plate as a raw material. Bracket portions 18b and 18c are formed at both ends of the main body portion 18a without forming a flat plate, and the main body portion 18a and the front bracket are formed. A flat plate-shaped bent deformation portion 18d facing the vehicle interior is formed continuously between the portion 18b. The front bracket portion 18b of the side impact bar 18 is connected to one side of the hinge reinforcement 10, and the rear bracket portion 18c is connected to one side of the reinforcing material of the center pillar. Bar 8 is fixed.

  As indicated by L in FIG. 2, the folding edge 18a of the side impact bar 18 corresponds to the rear edge 10a of the hinge reinforcement 10 in the longitudinal direction of the vehicle, and a flat bending deformation 18d is formed. As a result, the side impact bar 18 reduces the resistance against the bending load while maintaining the resistance against the tensile load. The side impact bar 18 has an effect of suppressing door deformation while resisting a tensile load in response to an impact at the time of a vehicle side collision, but it is relatively easily deformed in the vehicle width direction while preserving this original function. Since the bent portion 18d is provided with characteristics and corresponds to the rear edge 10a of the hinge reinforcement 10, the side impact bar 18 is deformed at the rear edge 10a of the hinge force 10 while deforming the bent portion 18d. Allow door deformation.

Next, the action at the time of offset collision in the front door reinforcing structure of the center pillar door built-in type vehicle configured as described above will be described.
When the opposite vehicle collides with the host vehicle on the left side, the impact is input from the front to the front door 1 on the left side surface, and deformation starts from a low rigidity portion of the front door 1 as a starting point. As described above, the front door 1 has a portion of low rigidity continuing along the rear edge 10a of the hinge reinforcement 10 in the vertical direction, and is located at the upper portion of the door with respect to the rear edge 10a of the hinge reinforcement 10. Since the front edge 14a of the beltline reinforcement 14 and the bent bead 17 at the corner of the door lower side portion 15 located at the lower part of the door coincide with each other, the front door 1 is consequently aligned with the rear edge 10a of the hinge reinforcement 10. Low-rigidity locations are continuous from the upper side to the lower side at the corresponding front and rear positions. Therefore, stress concentrates along the rear edge of the hinge reinforcement 10 due to the impact input to the front door 1, and the entire front door 1 is surely secured so that it can be folded starting from the rear edge 10 a of the hinge reinforcement 10. Causes deformation and absorbs shock.

  The main starting point of the door deformation is the rear edge 10a of the hinge reinforcement 10, but the deformation also occurs starting from the front edge 9a of the inner panel 9 as well as that portion. Here, since the front edge 9a of the inner panel 9 substantially coincides with the front edge 14a of the belt line reinforcement 14 and the folded bead 17 in the front-rear direction, deformation of the door at the front edge 9a of the inner panel 9 is also prevented. It will surely occur without being.

  In addition, as the front door 1 is deformed at the rear edge 10a of the hinge reinforcement 10, the bent deformation portion 18d of the side impact bar 18 is also deformed. Causes deformation. As a result, the impact transmitted to the rear door 4 side via the front door 1 at the time of an offset collision can be greatly reduced, so that the rear door 4 cannot be opened and the hinge of the front door 1 when the impact is transmitted to the rear door 4. It is possible to prevent a situation in which the front door 1 cannot be opened when 3 is damaged by an excessive load (such as hinge breakage or separation).

  Further, since the low-rigidity parts such as the rear edge 10a of the hinge reinforcement 10, the front edge 14a of the beltline reinforcement 14 at the upper part of the door, and the bent beads 17 of the door lower part 15 at the lower part of the door are dispersed. The rigidity of the door 1 is generally reduced. For example, the belt line reinforcement 14 sufficiently performs the original function of ensuring the belt line rigidity. Therefore, since the rigidity of the belt line does not decrease locally as in the folding beat described in the technique of Patent Document 1, for example, it is not preferable that the trim flutters when the door is closed, and the regulator operation feeling deteriorates. Trends can be prevented in advance.

  On the other hand, since the rear edge 10a of the hinge reinforcement 10 is set at a position forward of the inner handle 1b, even when the front door 1 is bent and deformed starting from the rear edge 10a, the latch 6 positioned at the inner handle 1b and the rear portion of the door. The link mechanism connecting the two functions normally without being damaged. Therefore, if the occupant operates the inner handle 1b after a vehicle collision, the operation is transmitted to the latch 6 through the link mechanism, and the front door 1 can be opened without any trouble.

In addition, setting the rear edge 10a of the hinge reinforcement 10 at a position forward of the inner handle 1b means that the rear edge 10a of the hinge reinforcement 10 is positioned forward of the chest and abdomen of the occupant to avoid damage most. This means that the vehicle is positioned, and the front door 1 is bent and deformed at the rear edge 10a, thereby further reducing the damage to the passenger.
This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above embodiment, the front door 1 is configured as a swing door and the rear door 4 is configured as a slide door. However, the type of the door is not limited to this, for example, the types of the front door 1 and the rear door 4 are reversed. Alternatively, both the doors 1 and 4 may be configured as either a swing door or a slide door.

  Further, in the above embodiment, the front edge 14a of the belt line reinforcement 14 is matched with the rear edge 10a of the hinge reinforcement 10 to allow deformation at the rear edge 10a of the hinge reinforcement 10. The front edge 14a of the force 14 may be positioned further rearward, and in this case as well, since the rear edge 10a of the hinge reinforcement 10 and the front edge 14a of the beltline reinforcement 14 are not directly joined, the same effect can be obtained. It is done. Further, as shown in FIG. 8, even when the front edge 14a of the beltline reinforcement 14 extends forward and overlaps with the rear edge 10a of the hinge reinforcement 10a in the front-rear direction as in the normal door configuration. On the beltline reinforcement 14 or on the beltline reinforcement 14 and the inner panel 9, a bead 21 or a notch (upper deformation starting portion) is formed at the front and rear positions corresponding to the rear edge 10a of the hinge reinforcement 10. For example, the same effect can be obtained by reducing the rigidity of this portion. In addition, when a press line is formed in the bell and the line reinforcement 14 as shown in the figure, if the bead 21 or the cutout is formed on the press line, the rigidity can be effectively reduced.

  Moreover, in the said embodiment, although the front edge 9a of the inner panel 9 was set to the alignment part 11 with the hinge reinforcement 10, the front edge 9a of the inner panel 9 was extended to the door front part, and the hinge reinforcement 10 The inner panel 9 may be overlaid on the entire surface of this, and even in this case, the front-rear position of the rear edge 10a of the hinge reinforcement 10 is not different from that in the above embodiment, and the same effect can be obtained.

  Moreover, in the said embodiment, although it applied to the hinge door which used the connection member of the front door as a hinge, the same effect can be obtained also as a slide door which used the connection member as a latch & striker.

It is a front view showing the left side of the center pillar door built-in type vehicle to which the front door reinforcing structure of the embodiment is applied. It is the figure which removed the outer panel of the front door and was seen from the vehicle compartment outer side. It is the figure which looked at the front door from the vehicle interior side. FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. 3 showing a joint portion between the inner panel and the hinge reinforcement. FIG. 4 is a detailed view of a portion A in FIG. 3 showing a folded bead formed at the lower portion of the front door. It is the VI-VI sectional view taken on the line of FIG. 5 which shows the cross-sectional shape of a bending bead. It is the VII-VII sectional view taken on the line of FIG. 6 which shows the cross-sectional shape of a bending bead. It is the figure which showed another example of the beltline reinforcement corresponding to FIG.

Explanation of symbols

1 Front door 1b Inner handle 3 Hinge (connecting member)
9 Inner panel 10 Hinge reinforcement (Mounting reinforcement)
10a Trailing edge 14 Beltline reinforcement 14a Leading edge (upper deformation starting point)
15 Door lower part 17 Folding bead (lower deformation starting part)
18 Side impact bar 18d Folding deformation part 21 Folding bead (upper deformation starting part)

Claims (7)

In the vehicle front door reinforcement structure that has eliminated the vehicle body side center pillar,
A connecting member that is disposed at a front portion of an inner panel that constitutes the vehicle interior side of the door, has a rear edge that is substantially straight in the vertical direction, is overlapped and joined to the inner panel, and connects the door to the vehicle body side. An attachment reinforcement attached,
A belt line reinforcement disposed along the belt line of the door and joined to the inner panel;
A front door reinforcement structure for a vehicle, comprising: an upper deformation starting point portion provided on the beltline reinforcement at a front and rear position substantially corresponding to a rear edge of the mounting reinforcement.   2. The upper deformation starting point is formed by avoiding direct joining without causing the front edge of the belt line reinforcement to overlap the rear edge of the attachment reinforcement in the front-rear direction. Vehicle front door reinforcement structure.   A front edge of the beltline reinforcement is overlapped and joined in a front-rear direction with respect to a rear edge of the attachment reinforcement, and the upper side is positioned at a front and rear position substantially corresponding to the rear edge of the attachment reinforcement of the beltline reinforcement. The vehicle front door reinforcing structure according to claim 1, wherein a bead or a notch is formed as a deformation starting point. In the vehicle front door reinforcement structure that has eliminated the vehicle body side center pillar,
A connecting member that is disposed at a front portion of an inner panel that constitutes the vehicle interior side of the door, has a rear edge that is substantially straight in the vertical direction, is overlapped and joined to the inner panel, and connects the door to the vehicle body side. An attachment reinforcement attached,
A door lower side portion formed to form a corner portion extending in the front-rear direction at the lower portion of the door by the inner panel;
A front door reinforcing structure for a vehicle, comprising: a lower deformation starting portion provided on the lower side of the door at a front and rear position substantially corresponding to a rear edge of the hinge reinforcement.   The vehicle front door according to claim 4, wherein a bead or a notch is formed as a lower deformation starting portion at a front and rear position corresponding to a rear edge of the attachment reinforcement at a corner portion on the lower side of the door. Reinforced structure.   The vehicle front door reinforcement according to any one of claims 1 to 5, wherein a rear edge of the attachment reinforcement and the deformation starting point are provided in front of an installation position of the inner handle of the door. Construction.   A side impact bar is disposed substantially horizontally in the door, and a flat plate-shaped bent deformation portion is formed at a front-rear position corresponding to a rear edge of the mounting reinforcement of the side impact bar. Item 7. The vehicle front door reinforcement structure according to any one of Items 1 to 6.

Images