JP4834353B2 - Energy absorbing beam for vehicle and door structure for vehicle - Google Patents

Description

  The present invention relates to a vehicle energy absorption beam and a vehicle door structure used for, for example, a door beam of an automobile.

Vehicles such as automobiles are required to further improve safety against side collisions.
For example, the door provided on the side of the vehicle sufficiently absorbs the energy input at the time of collision and reduces the amount of deformation, so that it is hollow in the front-rear direction in the space between the outer panel and the inner panel. 2. Description of the Related Art A side impact beam that is an energy absorbing beam formed by a pipe is arranged.

Conventionally, the side impact beam is generally a cylindrical one made of steel or the like. However, when the strength and energy absorption performance are further improved, the number of pipe beams and the increase in size are increased in such a pipe beam. This is necessary and increases the weight.
Therefore, it has been proposed that the side impact beam is made of an aluminum alloy extruded material that is relatively light and has a high degree of freedom in forming a cross-sectional shape.

  Such a side impact beam has a configuration in which the distance between a pair of adjacent webs changes along the input direction in order to control the buckling deformation of the web part, which is a portion arranged substantially along the input direction. Each of which has a protrusion that functions as a bending resistance member on the surface of the web is known (see, for example, Patent Document 1 and Patent Document 2).

On the other hand, as with the side impact beam, the bumper beam of a vehicle in which the energy absorption performance is a problem is spaced apart in the vertical direction between the front wall portion that receives the input and the rear wall portion disposed opposite thereto. It is known that a plurality of closed wall sections are formed to form a plurality of closed cross sections, and that the plate thickness of the horizontal wall sections is reduced in the middle part in the vehicle longitudinal direction to stabilize buckling deformation. (For example, see Patent Document 3).
JP 2003-118367 A JP 2003-252056 A JP 2000-318549 A

As described above, the shock absorbing beam having a plurality of closed cross sections can be applied not only to the bumper beam but also to other parts of the vehicle such as a side impact beam, and can obtain a large amount of energy absorption while being relatively lightweight. However, it is desired to further improve the energy absorption performance of such a shock absorbing beam.
The subject of this invention is providing the energy absorption beam for vehicles and the door structure for vehicles which improved energy absorption performance.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is an input surface portion into which a load caused by a collision is input, a support surface portion that is disposed to face the input surface portion with a gap in the input direction of the load, the input surface portion, and the support A first closed cross-section provided between the surface portions and having a plurality of web surface portions spaced apart from each other and spaced apart in a direction substantially perpendicular to the load input direction And the second closed cross section, the end of the input surface portion of the first closed cross section on the second closed cross section side, and the first of the input surface portion of the second closed cross section. An energy absorbing beam for a vehicle including an input-side bridge portion that connects an end of the closed cross-section portion side of the web surface portion facing the second closed cross-section portion in the first closed cross-section portion, is formed in a convex shape projecting toward the second closed cross-section portion side, Serial web surface portion which faces the first closed cross-section portion of the second closed cross-section portion is a vehicle energy, characterized in that formed in a convex shape protruding toward the first closed cross-section portion side Absorption beam.

According to a second aspect of the present invention, in the energy absorbing beam for a vehicle according to the first aspect, the web surface portion facing the second closed cross-sectional portion in the first closed cross-sectional portion is closest to the second closed cross-sectional portion side. The portion close to the first closed cross-section portion of the second closed cross-section portion is substantially the same as the location where the web surface portion facing the first closed cross-section portion is closest to the first closed cross-section portion side in the load input direction. The vehicle energy absorbing beam is disposed at a position.
According to a third aspect of the present invention, in the energy absorbing beam for a vehicle according to the first or second aspect, the input-side bridge portion includes the web surface portion of the first closed cross-section portion and the second closed cross-section portion. It is an energy absorbing beam for vehicles characterized by having a lower surface rigidity than that of the vehicle.

According to a fourth aspect of the present invention, in the vehicle energy absorbing beam according to any one of the first to third aspects, the web of the first closed cross section opposite to the second closed cross section is provided. The surface portion is formed in a convex shape convex toward the outside of the first closed cross-section portion, and the web surface portion opposite to the first closed cross-section portion in the second closed cross-section portion is the second It is formed in the convex surface shape which becomes convex toward the outer side of this closed cross-section part, The energy absorption beam for vehicles characterized by the above-mentioned.
According to a fifth aspect of the present invention, in the vehicle energy absorbing beam according to the fourth aspect , the web surface portion on the opposite side of the first closed cross-section portion to the second closed cross-section portion is the second closed cross-section portion. The portion spaced from the side is substantially the same as the portion of the second closed cross-section portion where the web surface portion opposite to the first closed cross-section portion is farthest from the first closed cross-section portion in the load input direction. It is the energy absorption beam for vehicles characterized by being arrange | positioned in the same position.
According to a sixth aspect of the present invention, in the energy absorbing beam for a vehicle according to any one of the first to fifth aspects, the first closed cross section, the second closed cross section, and the input A vehicle-side energy comprising a side bridge portion and a support-side bridge portion that connects between the support surface portion of the first closed cross-section portion and the support surface portion of the second closed cross-section portion. Absorption beam.

The invention of claim 7 includes a door outer panel positioned in the vehicle width direction is formed in a curved shape that varies according to the height direction position, claims 1 to 6 disposed on the inner surface of the door panel In the vehicle door structure comprising the energy absorbing beam for vehicle according to any one of the above, the input surface portion of the first closed cross-section portion and the input surface portion of the second closed cross-section portion are respectively The vehicle door structure is arranged to face the inner surface side of the door outer panel and be offset in the vehicle width direction according to the inclination of the door outer panel.

According to the present invention, the following effects can be obtained.
(1) By forming the web surface portions of the first closed cross-section portion and the second closed cross-section portion facing each other in a convex shape that is convex toward the other closed cross-section portion side, the compressive load of these web surface portions The deformation due to is a deformation mode in which intermediate portions in the input direction are close to each other. The web surface portions abut against each other and interfere with each other, thereby increasing the resistance against deformation of the energy absorption beam and improving the energy absorption performance.
(2) By disposing the first closed cross-section portion and the second closed cross-section portion where the mutually facing web surface portions are closest to the other closed cross-section portion side at substantially the same position in the load input direction, These web surface portions can be reliably brought into contact with each other, and the above-described improvement in energy absorption performance can be further ensured.
(3) By providing an input-side bridge portion whose surface rigidity is lower than that of the web surface portion, the first closed cross-section portion and the second closed cross-section portion are connected, and these are independently deformed and difficult to control. By appropriately deforming, the first closed cross-section portion and the second closed cross-section portion can be prevented from excessive interference with the crushing deformation, and energy can be absorbed by controlling these deformations. The energy absorption performance of the beam can be ensured.
(4) By forming the web surface portion on the opposite side of the first closed cross-section portion and the other closed cross-section portion of the second closed cross-section portion into a convex shape that protrudes outside the closed cross-section portion in which the web surface portion is included. These web surface portions are deformed in the direction opposite to the other web surface portions included in the same closed cross section. Accordingly, the web surface portions included in the closed cross-section portions are prevented from interfering with each other, and the energy absorbing performance can be further improved by deforming them so as to open each other.
(5) By integrally forming the energy absorbing beam, the number of parts can be reduced and the structure and assembly process can be simplified.
(6) The input space portion of the first closed cross-section portion and the second closed cross-section portion are offset in the vehicle width direction according to the inclination of the door outer panel, so that the energy absorbing beam is shaped as a shape along the door outer panel. And energy absorption performance can be improved.

  An object of the present invention is to provide a vehicle energy absorption beam or the like with improved energy absorption performance. The lower surface portion of the upper closed cross-section portion and the upper surface portion of the lower closed cross-section portion are respectively projected to the other web surface portion side. And forming the input-side bridge portion provided between the input surface portions of the upper and lower closed cross-section portions thinner than the upper surface portion and the lower surface portion of the upper and lower closed cross-section portions. Achieved by.

Embodiments of a vehicle energy absorption beam and a vehicle door structure to which the present invention is applied will be described below.
FIG. 1 is a side view of a vehicle provided with a vehicle energy absorbing beam and a vehicle door structure according to the present embodiment. 2 is a cross-sectional view taken along the line II-II in FIG. 3 is a cross-sectional view taken along the line III-III in FIG.
The vehicle 1 is a sedan type passenger vehicle, for example, and includes a front door opening 10, a front door 20, a pipe beam 30, an upper beam 40, and a main beam 100.

The front door opening 10 is formed in a side surface portion of the vehicle body, and the front door 20 is mounted so as to be openable and closable and used for passengers getting on and off.
The front door opening 10 is formed by being surrounded by a front pillar 11, a center pillar 12, a side sill 13, and a roof 14.

The front pillar 11 is provided behind the front wheel house of the vehicle 1 and extends upward from a portion provided with a hinge (not shown) that rotatably supports the front end portion of the front door 20. This is a structural part of the vehicle body including a so-called A-pillar part adjacent to the part.
The center pillar (B pillar) 12 is provided at the rear end of the door 20 and is provided on the side sill 13 and the roof 14. The center pillar 12 is provided with a striker portion (not shown) to which a latch portion (not shown) of the rear end portion of the door 20 is engaged, and a hinge portion (not shown) that rotatably supports the front end portion of the rear door.

The side sill 13 is a portion that extends in the front-rear direction of the vehicle 1 along the lower end portions of the front door 20 and the rear door, both ends of the floor panel (not shown) in the vehicle width direction.
The roof 14 is connected to the upper ends of the front pillar 11 and the center pillar 12.

As shown in FIG. 2, the front door 20 includes an outer panel 21 and an inner panel 22.
The outer panel 21 is a skin portion of the front door 20 that constitutes a part of the outer surface portion of the vehicle 1.
The inner panel 22 is a member disposed on the vehicle interior side of the outer panel 21, and its front end edge, rear end edge, and lower end edge are joined to the outer panel 21.
The outer panel 21 and the inner panel 22 are formed by pressing a metal thin plate such as a steel plate.

As shown in FIG. 1, the pipe beam 30, the upper beam 40, and the main beam 100 are beam-like members provided between the front end portion and the rear end portion of the front door 20, respectively. This is an energy absorbing beam (side impact beam) that receives energy loaded from the outer panel 21 side of the front door 20 and absorbs energy and suppresses deformation of the front door 20 to protect the passenger.
These are fixed to the inner panel 22 at the front end portion and the rear end portion of the front door 20. In such a region, the inner panel 22 is stiffened by a phosphorus reinforcement member (not shown).

The pipe beam 30 is disposed at a substantially central portion between the window shoulder portion and the lower end portion of the front door 20, and is formed by a hollow round pipe as shown in FIG.
The upper beam 40 is disposed above the pipe beam 30 with a gap. As shown in FIG. 2, the upper beam 40 includes an input surface portion 41, a support surface portion 42, an upper surface portion 43, and a lower surface portion 44, and has a closed cross section viewed in the vehicle width direction.

The input surface portion 41 is a surface portion that is disposed so as to face the inner surface (surface in the vehicle width direction) of the outer panel 21, and is formed in a convex shape by being bent so that the outer panel 21 side is convex.
The support surface portion 42 is disposed to face the inner surface in the vehicle width direction of the input surface portion 41 with a space therebetween, and is fixed to the inner panel 22.

The upper surface portion 43 is provided between the upper end portions of the input surface portion 41 and the support surface portion 42, and is formed in a convex shape by being bent so that the upper side is convex.
The lower surface portion 44 is provided between the lower end portions of the input surface portion 41 and the support surface portion 42, and is formed in a convex shape by being bent so that the lower side is convex.
The upper surface portion 43 and the lower surface portion 44 are web surface portions that absorb collision energy by buckling deformation when the input surface portion 41 is pressed inward in the vehicle width direction due to a side collision of the vehicle 1. Since the upper surface portion 43 and the lower surface portion 44 are formed to be bent as described above, the intermediate portions in the vehicle width direction are buckled in directions away from each other.
The above-described upper beam 40 is integrally formed by, for example, an aluminum alloy extrusion process.

As shown in FIG. 2, the main beam 100 is disposed below the pipe beam 30 with an interval. The main beam 100 is provided, for example, at a height opposite to the front end surface portion of the barrier B used for the side collision test, and the height of the front end surface portion of the barrier B is, for example, other general cases where a collision is assumed. It is set in consideration of the height of the front bumper, main frame, etc. of a simple vehicle.
Further, as shown in FIG. 3, the main beam 100 includes an upper closed cross-section portion 110, a lower closed cross-section portion 120, an input-side bridge portion 130, and a support-side bridge portion 140, which are formed by, for example, an aluminum alloy extrusion process. It is integrally formed.

The upper closed cross-section portion 110 includes an input surface portion 111, a support surface portion 112, an upper surface portion 113, and a lower surface portion 114, and the cross section viewed in the vehicle width direction is a closed cross section.
The input surface portion 111 is a surface portion disposed to face the inner surface of the outer panel 21, and is bent at an inflection point 111a provided at a substantially central portion in the vertical direction so that the outer panel 21 side is convex. It is formed in a shape.
Here, as shown in FIG. 2, the outer panel 21 is disposed so as to be inclined so that the position in the vehicle width direction is closer to the center of the vehicle body in the lower side in the range facing the main beam 100.

  The support surface portion 112 is disposed to face the inner surface in the vehicle width direction of the input surface portion 111 with a space therebetween. The support surface portion 112 is fixed to the inner panel 22 by bolts 112 a at the front end portion and the rear end portion of the main beam 100. The support surface portion 112 a is provided with a nut 112 b that is screw-coupled to the bolt 112 a on the inner surface portion of the upper closed section 110.

The upper surface portion 113 is provided between the upper end portions of the input surface portion 111 and the support surface portion 112, and an inflection point 113a is provided at an intermediate portion in the vehicle width direction (load input direction) so that the upper side is convex. And is formed in a convex shape. Here, the inflection point 113a is provided in a range where the upper surface portion 113 protrudes to the uppermost side.
The lower surface portion 114 is provided between the lower end portions of the input surface portion 111 and the support surface portion 112, and is provided at an intermediate portion in the vehicle width direction so that the lower side (lower closed cross section 120 side) is convex. The inflection point 114a is bent to form a convex surface. Here, the inflection point 114a is provided in a range where the lower surface portion 114 protrudes most downward.
Moreover, the area | region of the both sides which pinched the inflection points 113a and 114a of the upper surface part 113 and the lower surface part 114, respectively is formed in substantially planar shape.

The lower closed cross-section portion 120 is disposed below the upper closed cross-section portion 110 with an interval, and includes an input surface portion 121, a support surface portion 122, an upper surface portion 123, and a lower surface portion 124, as viewed in the vehicle width direction. The cross section is a closed cross section.
The input surface portion 121 is a surface portion disposed to face the inner surface of the outer panel 21, and the surface facing the outer panel 21 is formed in a substantially flat shape.
The support surface portion 122 is arranged to face the inner surface in the vehicle width direction of the input surface portion 121 with a space therebetween. Similarly to the support surface portion 112, the support surface portion 122 is fixed to the inner panel 22 at the front end portion and the rear end portion of the main beam 100, and bolts 112a and nuts 112b used for the fixing are provided.

The upper surface portion 123 is provided between the upper end portions of the input surface portion 121 and the support surface portion 122, and is provided in the middle portion in the vehicle width direction so that the upper side (upper closed section 110 side) is convex. It is formed on the convex surface by bending at the bending point 123a. Here, the inflection point 123a is provided in a range where the upper surface portion 123 protrudes to the uppermost side.
The lower surface portion 124 is provided between the lower end portions of the input surface portion 121 and the support surface portion 122, and is bent at an inflection point 124a provided at an intermediate portion in the vehicle width direction so that the lower side is convex. It is formed in a shape. Here, the inflection point 124a is provided in a range where the lower surface portion 124 protrudes to the lowermost side.
Moreover, the area | region of the both sides which pinched the inflection points 123a and 124a of the upper surface part 123 and the lower surface part 124, respectively is formed in substantially planar shape.

  Here, the upper surface portion 113 and the lower surface portion 114 of the upper closed cross-section portion 110 and the upper surface portion 123 and the lower surface portion 124 of the lower closed cross-section portion 120 are bent when the main beam 100 is deformed by a side collision. , Which function as a web surface portion that buckles and absorbs energy, and the inflection points 113a, 114a, 123a, and 124a of these surface portions are arranged at substantially the same positions in the input direction of the load at the time of collision. Has been.

The input-side bridge portion 130 is provided between the lower end portion of the input surface portion 111 of the upper closed cross-section portion 110 and the upper end portion of the input surface portion 121 of the lower closed cross-section portion 120, and has a flat plate shape that connects them. Part.
The input-side bridge portion 130 is formed so that the plate thickness is smaller than the upper surface portion 113 and the lower surface portion 114 of the upper closed cross-section portion 110 and the upper surface portion 123 and the lower surface portion 124 of the lower closed cross-section portion 120. Bending rigidity is smaller than the surface part.

  Here, the region below the inflection point 111 a of the input surface portion 111 of the upper closed section 110, the input side bridge section 130, and the input surface section 121 of the lower closed section 120 are on the side facing the outer panel 21. The plane is formed as a continuous plane, and the plane is inclined so that the upper end portion is offset outward in the vehicle width direction from the lower end portion, and faces the inner surface of the adjacent outer panel 21 substantially in parallel. It has become.

The support-side bridge portion 140 is provided between the lower end portion of the support surface portion 112 of the upper closed cross-section portion 110 and the upper end portion of the support surface portion 122 of the lower closed cross-section portion 120, and has a flat plate shape that connects them. Part.
The support surface portion 112 of the upper closed cross-section portion 110, the support-side bridge portion 140, and the support surface portion 122 of the lower closed cross-section portion 120 have substantially the same plate thickness and are formed in a continuous flat plate shape. It is set larger than the input side bridge unit 130.

Hereinafter, the deformation | transformation at the time of the side collision of the main beam 100 mentioned above is demonstrated.
FIG. 4 is a cross-sectional view showing a state where the main beam 100 is cut in the vehicle width direction, and shows a state after deformation due to a side collision.
The outer panel 21 is pressed by, for example, a front end surface portion of the barrier B (in the case of a test) or a front bumper of another vehicle, and is displaced inward in the vehicle width direction while being deformed. 111, the input side bridge portion 130, and the input surface portion 121 of the lower closed section 120 are pressurized.

Due to the applied pressure described above, compressive loads in the vehicle width direction act on the upper surface portion 113, the lower surface portion 114 of the upper closed cross-section portion 110, and the upper surface portion 123 and the lower surface portion 124 of the lower closed cross-section portion 120, respectively. By this compressive load, each surface portion absorbs input energy by buckling (buckling) deformation so that the bending angle at each inflection point becomes large.
At this time, the inflection points 113a and 123a of the upper surfaces 113 and 123 of the upper closed section 110 and the lower closed section 120 are displaced upward, respectively, and the inflection points 114a and 124a of the lower surfaces 114 and 124 are respectively lower. Displace to the side.

  When the above-described deformation is increased to some extent, the lower surface portion 114 of the upper closed cross-section portion 110 and the upper surface portion 123 of the lower closed cross-section portion 120 are brought into contact with each other and pressed against each other. Such contact first occurs in the vicinity of the inflection points 114a and 123a where each surface portion protrudes to the most other surface portion side, and then expands to the surrounding area when the deformation becomes larger.

As described above, according to this embodiment, the following effects can be obtained.
(1) These surface portions are formed by forming the lower surface portion 114 of the upper closed cross-section portion 110 and the upper surface portion 123 of the lower closed cross-section portion 120 facing each other in a convex shape that is convex toward the other closed cross-section portion side. The buckling deformation due to the compressive load in the vehicle width direction is a deformation mode in which the areas near the inflection points 114a and 123a are close to each other, and these areas abut each other to interfere with each other. Further, the input necessary for the deformation is increased, the deformation resistance of the main beam 100 is increased, and the energy absorption performance can be improved.
(2) Inflection points 114a and 123a, where the lower surface portion 114 of the upper closed cross-section portion 110 and the upper surface portion 123 of the lower closed cross-section portion 120 are closest to the other closed cross-section portion side, in the input direction of the load By disposing at approximately the same position, the regions near the inflection points 114a and 123a can be reliably brought into contact with each other, and the above-described improvement in energy absorption performance can be further ensured.
(3) By providing the input-side bridge portion 130 that connects the input surface portion 111 of the upper closed cross-section portion 110 and the input surface portion 121 of the lower closed cross-section portion 120, for example, in a direction in which each closed cross-section portion is independently separated. It is possible to prevent deformation that is difficult to control, such as deformation so as to collapse, and to restrict the deformation mode of both closed cross sections.
Further, by making the plate thickness of the input-side bridge portion 130 thinner than each surface portion functioning as a web surface portion to reduce its surface rigidity and appropriately deform it, as shown in FIG. 110. The moment M1 that the lower surface portion 114 of the lower surface 114 falls with respect to the input surface portion 111 and the moment M2 that the upper surface portion 123 of the lower closed cross-section portion 120 falls with respect to the input surface portion 121 are difficult to prevent. Since there is no excessive interference, the energy absorption performance of the main beam 100 can be ensured by controlling these deformations.
(4) Since the upper surface portion 113 of the upper closed cross-section portion 110 has a convex surface that protrudes upward, and the lower surface portion 124 of the lower closed cross-section portion 120 has a convex surface that protrudes downward, these are deformed during deformation. The regions near the points 113a and 124a are displaced upward and downward, respectively. Thereby, it is possible to prevent the upper surface portion and the lower surface portion from interfering with each other in the same closed cross section, and to further improve the energy absorption performance.
(5) Since the main beam 100 is integrally formed by aluminum alloy extrusion or the like, the number of parts can be reduced and the structure and assembly process can be simplified.
(6) The lower region of the input surface portion 111 of the upper closed cross-section portion 110, the input side bridge portion 130, and the input surface portion 121 of the lower closed cross-section portion 120 correspond to the inclination of the outer panel 21, and the lower side is the vehicle width direction. Since it inclines and arrange | positions so that it may be offset inside, the dead space in the front door 20 can be reduced and energy absorption performance can be improved.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The energy absorbing beam of the embodiment is, for example, a side impact beam arranged in the front door. However, the present invention is not limited to this, and is provided, for example, in the side impact beam of the rear door or the front end of the vehicle. The present invention can also be applied to other uses such as a bumper beam disposed in the front bumper.
(2) The web surface portion of the embodiment is formed in a convex shape by bending a flat plate at a bending point. However, the present invention is not limited to this. For example, a predetermined range of the web surface portion may be formed in a curved surface shape.
(3) The energy absorbing beam of the embodiment is integrally formed by extrusion of an aluminum alloy, but is not limited thereto, and may be formed by joining a plurality of members.
(4) The energy absorbing beam of the embodiment is, for example, a structure in which two closed cross sections are arranged in the vertical direction. However, the present invention is not limited to this, and may have a configuration in which three or more closed cross sections are arranged. In addition, the arrangement direction can be appropriately changed according to the assumed input direction.

It is a side view of a vehicle provided with the Example of the energy absorption beam for vehicles and the door structure for vehicles to which this invention is applied. It is the II-II part arrow sectional drawing of FIG. FIG. 3 is a cross-sectional view taken along the line III-III in FIG. 1. It is a figure which shows the state after the collision of the main beam shown in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 20 Front door 21 Outer panel 22 Inner panel 100 Main beam 110 Upper closed cross-section part 120 Lower closed cross-section part 130 Input side bridge part 140 Support side bridge part

Claims (7)

An input surface portion to which a load caused by a collision is input, a support surface portion disposed opposite to the input surface portion with a gap in the input direction of the load, and a space between the input surface portion and the support surface portion. A plurality of web surface portions that are provided and spaced apart from each other, and are disposed in a direction substantially perpendicular to the input direction of the load and spaced apart from each other. And
An end of the input surface portion on the second closed cross-section portion side in the first closed cross-section portion and an end portion of the input surface portion on the first closed cross-section portion side in the second closed cross-section portion. In the energy absorption beam for vehicles provided with the input side bridge part to connect,
The web surface portion facing the second closed cross-section portion in the first closed cross-section portion is formed in a convex shape that is convex toward the second closed cross-section portion side,
The vehicular energy characterized in that the web surface portion facing the first closed cross-section portion in the second closed cross-section portion is formed in a convex shape that is convex toward the first closed cross-section portion side. Absorbing beam. The energy absorbing beam for a vehicle according to claim 1,
The portion of the first closed cross-section portion where the web surface portion facing the second closed cross-section portion is closest to the second closed cross-section portion is the first closed cross-section portion of the second closed cross-section portion. The vehicle energy absorbing beam is characterized in that the web surface portion opposed to the portion is disposed at a position that is closest to the first closed cross-section portion side and at substantially the same position in the load input direction. The energy absorbing beam for a vehicle according to claim 1 or 2,
The vehicle-side energy absorption beam, wherein the input-side bridge portion has a lower surface rigidity than the web surface portion of the first closed cross-section portion and the second closed cross-section portion. In the energy-absorbing beam for vehicles according to any one of claims 1 to 3 ,
The web surface portion opposite to the second closed cross-section portion in the first closed cross-section portion is formed in a convex shape that is convex toward the outside of the first closed cross-section portion,
The web surface portion on the opposite side to the first closed cross-section portion in the second closed cross-section portion is formed in a convex shape that protrudes toward the outside of the second closed cross-section portion. Energy absorbing beam. The vehicle energy absorbing beam according to claim 4 ,
The portion of the first closed cross-section portion where the web surface portion opposite to the second closed cross-section portion is farthest from the second closed cross-section portion is the first closed cross-section portion. The vehicular energy absorbing beam, wherein the web surface portion opposite to the cross-sectional portion is disposed at a position where the web surface portion is farthest from the first closed cross-sectional portion side and at substantially the same position in the load input direction. In the energy absorption beam for vehicles of any one of Claim 1- Claim 5 ,
Between the first closed cross-section portion, the second closed cross-section portion, the input-side bridge portion, the support surface portion of the first closed cross-section portion, and the support surface portion of the second closed cross-section portion. An energy absorbing beam for a vehicle, wherein a supporting bridge portion to be connected is integrally formed. A door outer panel formed in a curved shape in which the position in the vehicle width direction changes according to the position in the height direction;
A vehicle door structure comprising: the vehicle energy absorbing beam according to any one of claims 1 to 6 disposed on an inner surface side of the door outer panel.
The input surface portion of the first closed cross-section portion and the input surface portion of the second closed cross-section portion face the inner surface side of the door outer panel, respectively, and the vehicle width according to the inclination of the door outer panel A door structure for a vehicle characterized by being arranged offset in a direction.

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