JP5060418B2 - Door beam mounting structure - Google Patents

Description

  The present invention relates to a door beam mounting structure provided inside an automobile door in order to absorb an impact and protect an occupant at the time of a side collision in an automobile accident.

  In recent years, the panel structure that forms the side of an automobile is less bent even when subjected to a load caused by a side collision to reduce the amount of deformation to the vehicle interior side in order to improve safety during a collision from the side. Such a structure is required.

  Of the panel structures constituting the side of this automobile, the door panel is configured by joining the end portions of an inner panel and an outer panel formed by press-molding a rolled plate material such as a steel plate or an aluminum plate to form a space therein. ing. In the interior space, a long bar-shaped reinforcing member called a door beam is often provided in order to take a collision load in a side collision and prevent bending deformation of the door panel toward the interior of the vehicle as much as possible.

  The door beam is disposed substantially horizontally in the front-rear direction of the vehicle body, and is attached with its end joined to the inner panel. In general, a bracket is joined to the end portion of the door beam and is often joined to the inner panel via the bracket, and the configuration thereof is also disclosed in, for example, Patent Documents 1, 2, and 3 .

In recent years, it has become necessary to further strengthen the side collision standards, and this door beam itself is required to have higher bending strength than before, and it is also required to have higher rigidity in order to reduce the amount of entry into the vehicle interior. It has come to be. In order to increase the bending strength and bending rigidity of the door beam, there are generally the following means.
(1) Improvement of bending strength by increasing the strength of the material (2) Improvement of bending strength and bending rigidity by increasing the outer dimensions of the cross section (3) Improvement of bending strength and bending rigidity by increasing the thickness of each part constituting the cross section

  However, in addition to these, a structure for mounting the door beam to the inner panel by the bracket of the door beam is also important. That is, even if the bending strength and bending rigidity of the door beam are increased by the above means, if the door beam is not installed properly and a collision load due to a side collision is applied, the door beam is sufficient as a collision resistant member due to deformation of the bracket or the like. There was a problem that did not work.

  FIG. 8A shows a door beam mounting structure made of an aluminum alloy extruded shape in a general conventional automobile door. In this prior art, the door beam joining piece 2a of the L-shaped bracket 2 comprising the door beam joining piece 2a and the inner panel joining piece 2b is joined to both ends of the door beam 1 by bolt joining or the like. This is arranged in the space inside the inner panel 3 and the outer panel 4, the inner panel joining piece 2b of the bracket 2 is arranged toward the inner side in the vehicle body width direction, and bolted to the bent pieces 3a before and after the inner panel 3, respectively. The door beam 1 was attached by joining with. When a collision load due to a side collision indicated by an arrow is applied to the door beam 1 as described above, the end of the door beam 1 rotates as shown in FIG. 8B, or as shown in FIG. 8C. When the door beam moves parallel to the vehicle interior direction, the racket 2 is deformed from the original shape indicated by the dotted line, and the door beam 1 does not sufficiently function as a collision-resistant member.

  A door beam mounting structure made of an aluminum alloy extruded shape in an automobile side door that improves this point and improves the bending strength and bending rigidity of the door beam without increasing the cross-sectional outer dimension of the door beam is also disclosed in Patent Document 4. 5 etc. are proposed. These are commonly aluminum doors made of an aluminum alloy extruded profile consisting of a pair of flanges located inside and outside the vehicle body width and one or more webs connecting both flanges. It is formed by joining an inner panel of an automobile door through a bracket made of an extruded alloy material or together with the bracket.

  In Patent Document 4, the bracket has a three-pronged structure having a vertical wall flange and a horizontal wall flange that extend along both a vertical wall and a horizontal wall, which are shelf-like wall structures at the end of the inner panel, and an attachment flange at the end of the door beam. It has become. And the vertical wall flange along the vertical wall of the said inner panel edge part is made into the resistance with respect to the rotational deformation of the door beam at the time of a side collision.

  In Patent Document 5, the bracket has a bifurcated inner flange and an outer flange that are joined to each of the pair of flanges of the door beam so as to resist the rotational deformation of the door beam at the time of a side collision.

  In Patent Document 6, the bracket has an L-shape of a joining piece joined to an end portion of the door beam and a joining piece joined to a vertical wall of the inner panel, and the door beam joining piece and the inner Reinforcing pieces that are substantially orthogonal to the panel joining pieces are provided to provide resistance to rotational deformation of the door beam at the time of a side collision.

In Patent Document 7, a door beam made of an aluminum extruded material having an open cross section (a solid shape comprising two webs and upper and lower flanges) is used instead of the door beam made of an extruded aluminum alloy having a closed cross section as described above. A bracket mounting structure made of an aluminum extruded material is disclosed. And in FIG. 4 of patent document 7, as shown in FIG. 9, the door beam 8 which consists of an aluminum extruded material of the open section (solid shape which consists of two webs and an upper and lower flange), and the same solid aluminum extruded material. A mounting structure for the bracket 9 is disclosed. In FIG. 4, the opening side flange 8 a of the door beam 8 is fitted into the groove of the bracket 9 and is completely encased, and the door beam 8 is closed at the mounting portion at the opening side. Moreover, since the opening part of the door beam 8 is being fixed to the bracket 9 by fitting in the groove | channel of the bracket 9, it is supposed that a deformation | transformation of the door beam 8 will be suppressed substantially similarly to the case where the hollow material is used in the attachment part.
JP 2001-277852 A JP-A-9-122745 JP 9-175180 A JP 2007-22517 A JP 2007-39003 A JP 2008-68822 A JP-A-9-250522

  The door beam mounting structure made of an aluminum alloy extruded shape in an automobile side door proposed in Patent Documents 4 to 6 has an effect of improving the bending strength and bending rigidity of the door beam for maintaining safety during a side collision. There is a lightening effect on the structure. However, there is a problem that the mounting method is complicated, and further simplicity of mounting method is required.

  Further, in the door beam mounting structure proposed in Patent Document 7, the mounting itself between the door beam and the bracket 9 is simple and strong. However, since the door beam mounting structure has the flanges 8a and 8a in which the door beam 8 is opened, the mounting with the bracket 9 made of a solid aluminum alloy extruded shape is established. If the closed cross-sectional structure is such that the door beam 8 does not have the opened flanges 8a, 8a and has the same integral flange as the other flange 8, the bracket 9 cannot be fitted and wrapped.

  However, when the door beam as in Patent Document 7 has an open cross-sectional structure, the design conditions such as the wall thickness, cross-sectional size, and length are less than those of the door beam having a closed cross-sectional structure as in Patent Documents 4 to 6. In the same case, there is a problem that the bending strength and bending rigidity of the door beam itself are inferior. In addition, the solid bracket 9 having no flat plate portion also has a serious problem that it is difficult to attach to the inner panel.

  Therefore, according to the present invention, even if the cross-sectional area of the door beam is not increased, when a collision load is applied at the time of a side collision in an automobile accident, the bracket is not deformed and the impact can be sufficiently absorbed by the door beam. The present invention is also intended to provide a simple door beam mounting structure.

In order to achieve this object, the gist of the present invention is that a door beam made of an aluminum alloy extruded profile is attached to the flat plate bracket made of an aluminum alloy extruded profile attached to the longitudinal end of the door beam. The door beam mounting structure is characterized in that it is joined to the inner panel of the automobile side door together with the bracket in the longitudinal direction of the vehicle body, and has the following requirements a to e.
a. The door beam is located on the inside and outside in the vehicle body width direction and has a pair of flanges extending in the vertical direction of the vehicle body in parallel with each other, and one or more webs that connect these flanges extending in the vehicle body width direction. It consists of.
b. The flange located inside the vehicle body width direction of the door beam has an overhanging flange that extends to both the upper side and the lower side in the vehicle body vertical direction.
c. The flat bracket extends in the vertical direction of the vehicle body, and has a pair of L-shaped projections facing each other on the outer surface in the vehicle width direction, and is located above and below the vertical direction of the vehicle body from the position of the projection. Each has a flange extending to both.
d. The flat bracket is attached to the door beam at the end portion in the longitudinal direction of the flange located on the inner side in the vehicle body width direction in a state where the projecting flange is locked to the L-shaped protrusion.
e. A flange of the flat bracket is joined to a wall surface of the inner panel corresponding to the flange surface, and the door beam is attached to the inner panel.

  Here, it is preferable that the inner panel is made of steel, and a flange of the flat bracket is mechanically joined to the inner panel.

  The present invention can be applied regardless of whether the inner panel of the automobile side door is made of steel or aluminum alloy, and the outer panel is made of steel or aluminum alloy.

  In the present invention, the door beam made of an aluminum alloy extruded profile is passed through a flat bracket made of an aluminum alloy extruded profile or together with the flat bracket to the inner panel of the automobile side door with the longitudinal direction as the longitudinal direction of the vehicle body. When joining, the shape of this flat bracket is devised. That is, a pair of L-shaped projections facing each other are provided on the surface of the flat bracket on the outer side in the vehicle body width direction where the door beam is joined, and the flange on the inner side of the door beam in the vehicle body width direction is locked by the L-shaped projections. . In this state, the flat plate bracket is joined to the wall surface of the inner panel corresponding to the flange surface at the flange, and the door beam is attached to the inner panel.

Also in the present invention, when a collision load is applied due to a side collision of the automobile body, the door beam is bent and deformed, and the end portion of the door beam and the flat bracket are subjected to rotational deformation as in the conventional case. However, since the end portion of the door beam is secured by the L-shaped protrusion provided on the flat plate bracket at the projecting flange, the coupling rigidity between the two is high, and the end portion of the door beam and the flat plate bracket The relative rotation amount between and can be made extremely small. The flat bracket is made of a high-strength aluminum extruded alloy, and the L-shaped projection provided on the surface of the flat bracket also serves as a reinforcing rib of the flat bracket, so that the flat bracket itself has high bending rigidity. These synergistic effects make it difficult for rotational deformation at the end of the door beam to improve the bending strength and bending rigidity of the door beam in a side collision.

  For this reason, the present invention can absorb the impact sufficiently by the door beam without increasing the cross-sectional area of the door beam even when a collision load is applied during a side collision, and the flat bracket is not easily deformed. Further, the method of attaching the door beam to the inner panel by the flange of the flat plate bracket is very simple.

  Hereinafter, embodiments of the door beam mounting structure of the present invention will be described in detail with reference to FIGS. FIG. 1 is a perspective view showing an example of an attachment structure of a door beam and a flat bracket, and FIG. 2 is a side view of FIG. FIG. 3 is a side view showing another example of the mounting structure of the door beam and the flat bracket. FIG. 4 is a perspective view showing another example of the mounting structure of the door beam and the flat bracket, and FIG. 5 is a side view of FIG. FIG. 6 is a perspective view showing an inner panel of an automobile side door to which the door beam and the flat bracket shown in FIGS. 1 and 2 are attached. FIG. 7 is a plan sectional view of an automobile side door to which the door beam and the flat bracket shown in FIGS. 1 and 2 are attached.

Figures 1 and 2:
1 and 2, 10 is a door beam made of an aluminum alloy extruded shape, 20 is a flat bracket made of an aluminum alloy extruded shape, and an inner panel of a 30 automobile side door. 1 and 2, the vertical direction of the figure is the vertical direction of the vehicle body, the horizontal direction of the figure is the width direction of the vehicle body, the diagonal direction rising to the right of FIG. 1, and the depth direction of FIG. It is. Further, in FIGS. 1 and 2, the direction indicated by the arrow (the direction toward the left side in the figure) is the load direction in the side collision of the vehicle body, and the opposite direction (the direction toward the right side in the figure) is the outer panel side (not shown). . The same applies to FIGS. 5, 6 and 7.

Door beam:
A door beam 10 made of an aluminum alloy extruded member (hereinafter simply referred to as a door beam) includes a flange 12 located on the inner side (left side in the figure) in the vehicle body width direction and a flange 12 located on the outer side (right side in the figure) in the vehicle body width direction. 11. The pair of flanges 11 and 12 extend in parallel to each other in the vertical direction of the vehicle body (the vertical direction in FIGS. 1 and 2), and these flanges extend in the vehicle body width direction (the horizontal direction in FIGS. 1 and 2). The upper and lower webs 13 (upper side) and 14 (lower side) are connected to each other.

  It is not always necessary to provide two upper and lower webs, and any one of them may be provided, or the number of webs may be further increased to about 3 to 5. Further, the webs may be provided in a direction that is not provided horizontally or parallel to each other in the vehicle body width direction, but may be provided obliquely, or webs provided obliquely and horizontally may be combined with each other. The way of providing these webs is appropriately selected as a shape condition when designing the bending strength and bending rigidity of the door beam 10 according to the automobile body.

  Here, the cross-sectional structure of the door beam is preferably a hollow cross-sectional structure as shown in FIGS. 1 and 2, but the open cross-sectional structure as shown in FIG. 9 is compared with the door beam having a closed cross-sectional structure as shown in FIGS. When the design conditions such as wall thickness, cross-sectional size, and length are the same, the bending strength and bending rigidity of the door beam itself are inferior. The thickness of each part of the door beam 10 such as the flange, the overhang flange, the web, and the like is also appropriately selected or changed depending on the required strength, rigidity, or door strength. .Selected from a thickness of about 4 to 5 mm.

  Here, the flange 12 located inside the door beam 10 in the vehicle body width direction has overhanging flanges 12a and 12b extending to both the upper side and the lower side in the vehicle body vertical direction. In this aspect, the flange 11 positioned on the outer side of the door beam 10 in the vehicle body width direction also has overhanging flanges 11a and 11b extending to both the upper side and the lower side in the vehicle body vertical direction.

  Of these, the overhanging flanges 12 a and 12 b of the flange 12 positioned on the inner side in the vehicle body width direction are indispensable for attachment to the flat plate bracket 20. However, the overhanging flanges 11a and 11b of the flange 11 located on the outer side in the vehicle body width direction are not essential, and whether or not they are provided as shape conditions when designing the bending strength and bending rigidity of the door beam 10 according to the vehicle body. Is appropriately selected.

Flat bracket:
The flat bracket 20 made of an aluminum alloy extruded shape is basically a flat plate extending in the vehicle body vertical direction (the vertical direction in the figure). However, a pair of L-shaped projections 21 and 22 spaced apart from each other are provided on the outer surface in the vehicle width direction (right side in the figure). The L-shaped projection protrudes from the outer side in the vehicle width direction (right side in the figure) toward the outer side in the vehicle width direction (right side in the figure). The upper L-shaped projection 21 has a locking piece 21a directed downward, and the lower L-shaped projection 22 integrally has a locking piece 22a directed upward. The locking pieces 22a face each other.

  The L-shaped protrusions 21 and 22 in the embodiment of FIGS. 1 and 2 are formed so that the overhanging flanges 12a and 12b of the flange 12 positioned on the inner side in the vehicle body width direction of the door beam 10 at the one end 10a in the longitudinal direction of the door beam 10 It is locked by fitting with the locking pieces 21a and 22a. This is the same in the embodiments shown in FIGS. These L-shaped projections 21 and 22 are indispensable for locking the overhanging flanges 12 a and 12 b of the flange 12 of the door beam 10. Such L-shaped protrusions 21 and 22 can be provided integrally with the flat plate portion by extrusion by using the flat plate bracket 20 itself as an aluminum alloy extruded shape. The thickness of each part of the flat bracket 20 such as the flat plate, the protrusion, and the locking piece is also appropriately selected from one another, depending on the required strength, rigidity, or door strength. The thickness is selected from about 0.4 to 5 mm.

  However, as shown in FIG. 3 showing another embodiment of the L-shaped projection, the L-shaped projections 21 and 22 can be formed as long as the protruding flanges 12a and 12b of the door beam 10 can be locked. It is not necessarily limited to the second aspect. For example, in FIG. 3, weld beads 25 and 26 are formed on the upper ends of the protrusions 21 and 22 by welding such as MIG welding to replace the locking pieces 21 a and 22 a of FIGS. In FIG. 3, not the mechanical locking by fitting as in the locking pieces 21a and 22a of FIGS. 1 and 2, but the ends (peripheries) of the overhanging flanges 12a and 12b of the door beam 10 and the L-shape. A mode in which the upper ends of the mold projections 21 and 22 are locked by welding (beads 25 and 26) is shown.

Joining the flat bracket to the inner panel:
As shown in FIGS. 1 and 2, the flat bracket 20 has flanges 23 and 24 that extend both above and below the positions of the protrusions 21 and 22 in the vertical direction of the vehicle body. These flanges 23 and 24 are essential in that the flat bracket 20 is joined to the inner panel 30. That is, through the bolt holes 25 and 26 provided with the flanges 23 and 24 shown in FIGS. 1 and 2, the flat bracket 20 is connected to the inner panel 30 through the bolt holes 35 and 36 similarly provided. The inner panel 30 is joined by mechanical joining means 50 and 51 such as bolts and rivets. The position and number of the mechanical joining means are appropriately determined according to the required joining strength of the door beam 10 determined by the design of the vehicle body. These bolt holes are preferably long holes or loose holes in consideration of absorbing errors in shape accuracy.

  When the inner panel 30 to be joined is made of a steel plate, the flanges 23 and 24 of the flat plate bracket 20 and the inner panel 30 are joined to the flat plate bracket 20 made of an aluminum alloy. As is well known, welding such as spot welding becomes difficult. For this reason, mechanical joining means as shown in FIGS. On the other hand, if the inner panel 30 to be joined is made of the same aluminum alloy as the flat bracket 20, the same kind of materials are joined together. A welding means such as spot welding may be employed, although it may be used in combination.

  Here, if the inner panel 30 to be joined is made of the same aluminum alloy as that of the flat bracket 20, the same kind of materials are joined together. For this reason, in the case of such dissimilar material joining, a commercially available insulating coating or insulating film for preventing electrolytic corrosion, which is not required for joining the same kind of materials, is used between the inner panel 30 and the flat bracket 20. It is preferable to provide in.

  4 and 5, not only mechanical locking by fitting the locking pieces 21a and 22a as shown in FIGS. 1 and 2, but also the flange 12 of the door beam 10, the flat bracket 20, and the inner panel. 30 is further separately joined by mechanical joining means 52. That is, they are joined to each other by the mechanical joining means 52 through the bolt holes 16 provided in the flange 12 of the door beam 10, the bolt holes 27 provided in the flat bracket 20, and the bolt holes 37 provided in the inner panel 30. . By joining in this way, the bending strength and bending rigidity of the door beam are further improved. Here, in order to facilitate the fastening operation of the mechanical joining means 52, the end portion 10a in the longitudinal direction of the door beam 10 is notched obliquely with the hollow portion facing upward to the right, and the flange 11 side is notched. Thus, the flange 12 side on which the mechanical joining means 52 is provided is exposed. Although FIG. 4 shows a mode in which the flange 12 of the door beam 10, the flat bracket 20, and the inner panel 30 are joined to each other by the mechanical joining means 52, as another mode, the flange 12 of the door beam 10 and the flat bracket 20. Alternatively, only the mechanical joining means 52 may be used.

Installing the door beam on the inner panel:
6 and 7 show a side door of an automobile in which the door beam 10 is attached to the inner panel 30. FIG. In the perspective view of FIG. 6, the outer panel that is originally on the front side (the side surface of the vehicle body, the side collision side) is omitted. Further, in the plan sectional view of the door of FIG. 7, the outer panel 40 is shown on the upper side (vehicle body side face, side collision side) of the same figure.

  6 and 7, the door beam 10 is attached to the inner panel 30 at both ends in the longitudinal direction. Here, the attachment method shown on the left side of FIGS. 6 and 7 of the door beam 10 is the attachment method of FIGS. 1 and 2 (or FIGS. 3, 4, and 5). That is, in the flat and wide lateral wall portion 31 at the periphery of the inner panel 30, the door beam 10 is joined at one end 10a in the longitudinal direction by the mechanical joining means 50, 51, etc. via the flat plate bracket 20. Yes.

  The shape of the inner panel 30 in FIGS. 6 and 7 has, of course, the shape and structure determined by the design of the vehicle body and the door, such as the openings 33 and 34 and the peripheral edge thereof. However, when the flat bracket 20 according to the present invention is used, a flat and wide mounting portion such as the lateral wall portion 31 where the flat bracket 20 can be installed as shown in FIGS. It is necessary on the peripheral side of the panel 30. If flat and wide attachment portions such as the lateral wall portion 31 on which the flat bracket 20 can be installed are on both ends in the longitudinal direction of the door beam 10, both the longitudinal ends 10a and 10b of the door beam 10 are flat plates in the present invention. The bracket 20 can be attached to the peripheral edge of the inner panel 30 using the bracket 20.

  In this respect, the embodiment illustrated in FIGS. 6 and 7 shows a case where such a wide attachment portion is not provided on the peripheral side of the inner panel 30 on the other end 10b side in the longitudinal direction of the door beam 10. . In such a case, an L-shaped bracket 27 is used on the other end 10b side in the longitudinal direction of the door beam 10 in the same manner as the conventional embodiment shown in FIG. 8, and the joining piece 27b side of the bracket 27 is connected to the inner panel 30. It joins to the vertical wall part 32 of the peripheral side using the mechanical joining means 54.

  Further, on the side of the other end 10 b in the longitudinal direction of the door beam 10, the bracket 27 and the door beam 10 are joined by mechanically joining means 53 by joining the longitudinal end portion 10 b of the door beam 10 and the joining piece 27 a of the bracket 27. To join. In order to facilitate the fastening operation of the mechanical joining means 53, the end 10b in the longitudinal direction of the door beam 10 is cut out obliquely at the hollow portion and cut out at the flange 11 side for mechanical joining. The flange 12 side on which the means 53 is provided is exposed.

  In this way, if the flat bracket 20 in the present invention can be used only for mounting on one side of the door beam 10, the bending strength and bending of the door beam are naturally compared with the case where the flat beam 20 is used for mounting on both sides of the door beam 10. Stiffness is reduced. However, even in this case, the conventional attachment as shown in FIG. 8 is indicated by arrows in FIGS. 6 and 7 as compared with the case of using both sides of the door beam 10 (from the right side in FIG. 6 and from the upper side in FIG. 7). (B) The bending strength and bending rigidity of the door beam with respect to the collision load applied at the time of a side collision are significantly improved.

  That is, when a collision load indicated by an arrow in FIGS. 6 and 7 is applied at the time of a side collision of the automobile body, the end 10a of the door beam 10 and the flat bracket 20 are rotationally deformed in accordance with the bending deformation of the door beam 10 as in the conventional case. Receive. However, the overhanging flanges 13 and 14 of the end portion 10 a of the door beam are stopped by L-shaped protrusions 21 and 22 provided on the flat bracket 20. For this reason, the joint rigidity of both is high, and the relative amount of rotation between the end 10a of the door beam and the flat bracket 20 can be made extremely small. Further, the flat bracket 20 is made of a high-strength aluminum extruded alloy, and the L-shaped projections 21 and 22 provided on the surface of the flat bracket 20 serve as a reinforcing rib of the flat bracket 20, so that the flat bracket itself is also high. Has bending rigidity. In the present invention, these synergistic effects make it difficult for the door beam end portion 10a to undergo rotational deformation. That is, the bending strength and bending rigidity of the door beam 10 in a side collision are improved. Further, the method of attaching the door beam 10 to the inner panel by the flat bracket 20 is very simple. These effects are not limited to FIGS. 1 and 2 described above, and the same effects can be obtained in the other embodiments.

Material aluminum alloy:
The material aluminum alloy constituting the door beam 10 or the flat bracket 20 has high strength in order to ensure the bending strength and bending rigidity of the door beam according to the shape requirements such as the cross-sectional shape, size, and thickness of these members. It is preferable that For this reason, 5000 series, 6000 series, 7000 series and other high-strength general-purpose aluminum alloys that are generally used for this kind of structural member application are appropriately selected.

  According to the present invention, even if the cross-sectional area of the door beam is not increased, when a collision load is applied at the time of a side collision in an automobile accident, the bracket is not deformed and the shock can be sufficiently absorbed by the door beam. In addition, a simple door beam mounting structure can be provided. Therefore, the present invention can be applied to an automobile side door panel in which an outer panel is made of an aluminum alloy, including an all-aluminum door, and an automobile side door inner panel in which the outer panel is made of a steel plate.

It is a perspective view which shows the example of attachment structure of the door beam of this invention. It is a side view of FIG. It is a side view which shows another aspect of the attachment structure example of the door beam of this invention. It is a perspective view which shows another aspect of the attachment structure example of the door beam of this invention. FIG. 5 is a side view of FIG. 4. It is a perspective view which shows the motor vehicle side door which has the door beam attachment structure of this invention. It is a plane sectional view of the car side door which made the door beam attachment structure of the present invention. It is a side view which shows the conventional door beam attachment structure. It is a perspective view which shows the conventional door beam attachment structure.

Explanation of symbols

10: door beam, 11, 12: flange, 12a, 12b: overhang flange, 13, 14: web, 20: flat plate bracket, 21, 22: protrusion, 21a, 22a: locking piece, 23, 24: flange, 25: weld bead, 30: inner panel, 40: outer panel,

Claims (2)

The door beam made of an aluminum alloy extruded shape is connected to the inner panel of the automobile side door through the flat bracket made of an aluminum alloy extruded shape attached to the longitudinal end of the door beam or together with the flat shaped bracket. A door beam mounting structure characterized in that the direction is joined with the direction of the vehicle body in the longitudinal direction and has the following requirements a to e.
a. The door beam is located on the inside and outside in the vehicle body width direction and has a pair of flanges extending in the vertical direction of the vehicle body in parallel with each other, and one or more webs that connect these flanges extending in the vehicle body width direction. It consists of.
b. The flange located inside the vehicle body width direction of the door beam has an overhanging flange that extends to both the upper side and the lower side in the vehicle body vertical direction.
c. The flat bracket extends in the vertical direction of the vehicle body, and has a pair of L-shaped projections facing each other on the outer surface in the vehicle width direction, and is located above and below the vertical direction of the vehicle body from the position of the projection. Each has a flange extending to both.
d. The flat bracket is attached to the door beam at the end portion in the longitudinal direction of the flange located on the inner side in the vehicle body width direction in a state where the projecting flange is locked to the L-shaped protrusion.
e. A flange of the flat bracket is joined to a wall surface of the inner panel corresponding to the flange surface, and the door beam is attached to the inner panel.   The door beam mounting structure according to claim 1, wherein the inner panel is made of steel, and a flange of the flat bracket is mechanically joined to the inner panel.

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