JP6299118B2 - Side door - Google Patents

Description

The present invention relates to a side door for fixing brackets to the front end of the door beam of the side door to the door inner panel with respect to motor vehicle frontal collision, eg light trucks and the like.

  Conventionally, various vehicle door beam bracket structures have been proposed in order to increase the strength of the side door at the time of automobile collision.

  For example, in Patent Document 1 (not shown), an impact beam, which is a pipe-shaped reinforcing member, is disposed horizontally along the inner surface of a door outer panel of a side door of an automobile, and the front end of the impact beam is connected to the door inner panel. It is described that the front vertical wall and the outward vertical wall intersecting with the front vertical wall are fixed via a bracket.

  The bracket includes a flange portion that is spot-welded to the front vertical wall and the outward vertical wall, a semi-annular portion that covers the front end portion of the impact beam from the inside of the vehicle and is fixed by welding from the outside of the vehicle, and a semi-annular portion. A connecting plate portion and upper and lower wall portions connecting the flange portions are provided.

  Patent Document 2 (not shown) describes that an impact beam is disposed inside a front side door, and a rear end portion of the impact beam is fixed to a rear portion of the door inner panel with a bracket.

  The bracket has a convex part having a concave part with a semicircular cross section covering the inner surface of the vehicle at the rear end part of the impact beam, and a plate-like mounting part that is located above and below the convex part. The rear end portion of the impact beam is fixed by arc welding, and the upper and lower plate-shaped attachment portions are fixed to the side wall surface of the door inner panel by spot welding.

Japanese Patent Laying-Open No. 2008-24054 (FIG. 1) JP 2008-105450 A (FIG. 4)

  The bracket structure of the vehicle door beam described in the above Patent Documents 1 and 2 is in a passenger car having side doors on the front and rear, but in recent years, with the legal regulation of offset frontal collision of light trucks, There is a need to increase the strength of side doors against light truck offset frontal collisions.

  In particular, in the case of an offset frontal collision of a cab-type truck, it is necessary to absorb the collision load while securing a vehicle occupant space, and only with the side members of the lower structure arranged along the front-rear direction of the vehicle. In addition, it is necessary to distribute the collision load to the vehicle rear side (loading platform side) even by the door beam structure arranged along the front-rear direction of the side door. Since the rear part of the vehicle (loading side) heads forward due to the inertial force at the time of collision, the door beam should be sandwiched in the front-rear direction between the front part and the rear part of the vehicle (between the front part and the rear part of the door inner panel). Need to be stretched.

  The conventional door beam focuses on ensuring the rigidity of the door, and when a strong impact load in the front-rear direction acts on the door beam, for example, the door beam deforms into an arcuate shape, and the door beam, for example, from the mounting bracket on the front side. There was a concern that the front end part would come out of the vehicle and the collision load could not be transmitted to the rear of the vehicle.

  For side doors such as light trucks, in consideration of weight reduction, compactness, and cost reduction, use a pipe-shaped door beam as thin as possible to suspend the door beam so that it does not deviate from the front and rear force lines during a frontal collision. However, it was necessary to hold the door beam so as not to deviate from the line of force in the front-rear direction even during the deformation process of the door beam, and to reliably transmit the collision load backward.

  As described above, it is desired that the front bracket for fixing the front end portion of the door beam is pushed straight back together with the front portion of the door inner panel at the time of a frontal collision of the vehicle, and after fixing the rear end portion of the door beam. The impact load had to be transmitted straight to the side bracket.

In view of the above-described points, the present invention can transmit a collision load straight along the door beam in the side door to the rear of the vehicle at the time of a frontal collision of the automobile, and in addition, the front end of the door beam to the outside of the vehicle. It is an object of the present invention to provide a side door that can reliably suppress movement and can achieve them with a light weight, low cost, and simple structure.

In order to achieve the above object, a side door according to claim 1 of the present invention is provided with a pipe-shaped door beam extending in the front-rear direction in a side door of a vehicle, and a front bracket is fixed to a front end portion of the door beam. A vehicle door beam bracket structure and a door inner panel to which the bracket structure is fixed, wherein the front end surface of the door beam is a part of the step shape of the front portion of the door inner panel. The front bracket is positioned along the front end of the door beam across the front wall and a pair of upper and lower front walls joined to the rear surface of the front wall. and a pair of upper and lower transverse walls, corners at the intersection of the vehicle outer side walls and the front wall at the front of the stepped shape of the door inner panel, and polymerized on the front end face of the door beam in front view, the upper and lower A pair of lateral wall portions are connected by a connecting wall portion that covers a vehicle outer surface of the door beam, and the front end of the connecting wall portion and the rear end of the connecting wall portion or the pair of upper and lower horizontal wall portions are the front ends of the door beam. It is characterized by being bonded and fixed to the part .

With the above configuration, the front end surface of the pipe-shaped door beam is adjacent to or opposed to the rear-facing surface of the stepped portion of the door inner panel, that is, the rear surface of the front wall, and the front bracket is When the front surfaces of the pair of front wall portions are joined, a collision load in the front-rear direction is reliably transmitted to the door beam via the front bracket at the time of frontal collision of the vehicle.
In addition, since the corner portion of the step portion of the door inner panel has a relatively high rigidity due to the above configuration, the angle between the annular front end surface of the pipe-shaped door beam and the step portion of the door inner panel during the deformation process at the time of a vehicle frontal collision. By contacting the part, the collision load at the front part of the door inner panel is reliably transmitted to the door beam.

  With the above configuration, a pair of upper and lower bracket portions formed by the upper and lower front wall portions, the upper and lower side wall portions, and the upper and lower lateral wall portions are connected by the connecting wall portion straddling the door beam to constitute a front bracket. The connecting wall is joined to the front end of the door beam so that the front bracket covers the outside of the vehicle so that the door beam does not fly outside the vehicle when a frontal collision of the vehicle occurs. Deformation that escapes outward is reduced.

According to a second aspect of the present invention, there is provided a vehicle door beam bracket structure in which a pipe-like door beam extending in the front-rear direction is provided in a side door of a vehicle, and a front bracket is fixed to a front end portion of the door beam. A door inner panel to which a structure is fixed, wherein a front end surface of the door beam is closely opposed to a front wall forming a part of a step shape of a front portion of the door inner panel, and the front side The bracket includes a pair of upper and lower front wall portions joined to the rear surface of the front wall, and a pair of upper and lower lateral wall portions that intersect the front wall portion and are positioned along the front end portion of the door beam, A corner portion where the vehicle outer side wall and the front wall intersect in the step shape of the front portion of the inner panel overlaps with the front end surface of the door beam in a front view, and the vehicle inner side of the front wall portion and the lateral wall portion End is Characterized in that it is connected by Jo of the side wall portion.

  With the above configuration, the upper side wall portion and the front wall portion that are substantially L-shaped in side view in the bracket portion above the door beam, and the lower side that is substantially inverted L-shaped in side view in the bracket portion below the door beam. The side wall and front wall of each are connected by wing-like planar side walls, respectively, to increase the rigidity of the front bracket in the direction along the side of the door inner panel, and at the time of a frontal collision of the vehicle The pipe-shaped door beam is stably pushed straight rearward by the collision load.

The side door according to claim 3 is the side door according to claim 1 or 2 , wherein a front portion of the door inner panel joined to the front bracket is formed in a thick plate, and a door inner rear of the front portion. The panel portion is formed into a thin plate.

  With the above configuration, when a collision load is applied to the front part of the door inner panel at the time of a frontal collision of the vehicle, the rigidity of the front part of the door inner panel is high. The collision load is received at the front of the inner panel, and the collision load is straight and stably distributed to the rear.

According to the first aspect of the present invention, the front end surface of the pipe-shaped door beam is adjacently opposed to the rear surface of the front wall forming a part of the step shape of the door inner panel, and the front bracket is vertically moved to the rear surface of the front wall. By joining the front surfaces of the pair of front wall portions, a front and rear collision load can be reliably transmitted to the door beam via the front bracket at the time of front collision of the vehicle. Thereby, the crushing deformation of the side door in the front-rear direction can be suppressed as much as possible, and the safety of the passenger can be ensured. In addition, since the front wall portion and the lateral wall portion of the front bracket can be simultaneously formed by pressing, the above-described effects can be exhibited with a simple structure that is lightweight, low-cost in combination with the pipe-shaped door beam.
In addition, when a frontal collision of a vehicle occurs, the highly rigid corner of the stepped portion of the door inner panel is brought into contact with the annular front end surface of the door beam, thereby reliably transmitting the collision load at the front of the door inner panel to the door beam. Can do. Thereby, the deformation | transformation of the side door in the front-back direction can be suppressed more reliably.
In addition, in the event of a frontal collision of the vehicle, the front end of the door beam is pressed from the outside of the vehicle by the connecting wall portion of the front bracket so that the front end of the door beam does not move to the outside of the vehicle. The impact load in the front-rear direction can be transmitted more reliably. Further, the connecting wall portion of the bracket can be formed into a light weight with a simple structure at low cost by pressing together with the front wall portion and the lateral wall portion. Further, when the front bracket is joined to the door beam, the joining position of the front bracket with respect to the door beam can be adjusted in the front-rear direction, so there is no need to increase the length accuracy of the door beam, and the cost can be kept low.

According to the second aspect of the present invention, the front end surface of the pipe-shaped door beam is adjacently opposed to the rear surface of the front wall that forms a part of the step shape of the door inner panel, and the front bracket is positioned above and below the rear surface of the front wall. By joining the front surfaces of the pair of front wall portions, a front and rear collision load can be reliably transmitted to the door beam via the front bracket at the time of front collision of the vehicle. Thereby, the crushing deformation of the side door in the front-rear direction can be suppressed as much as possible, and the safety of the passenger can be ensured. In addition, since the front wall portion and the lateral wall portion of the front bracket can be simultaneously formed by pressing, the above-described effects can be exhibited with a simple structure that is lightweight, low-cost in combination with the pipe-shaped door beam.
In addition, when a frontal collision of a vehicle occurs, the highly rigid corner of the stepped portion of the door inner panel is brought into contact with the annular front end surface of the door beam, thereby reliably transmitting the collision load at the front of the door inner panel to the door beam. Can do. Thereby, the deformation | transformation of the side door in the front-back direction can be suppressed more reliably.
In addition, by connecting each side wall part and each front wall part of the front bracket above and below the door beam with a wing-shaped side wall part, the rigidity of the front bracket in the direction along the side surface of the door inner panel is increased. In the frontal collision of the vehicle, the door beam can be stably and straightly pushed backward by the collision load. Thereby, the crushing deformation | transformation of the front-back direction of a side door can be suppressed reliably. Further, the side wall portion, the front wall portion, and the lateral wall portion of the front bracket can be simultaneously formed by press working, and the above-described effects can be exhibited with a simple structure that is lightweight, low cost.

According to the third aspect of the present invention, when a collision load is applied to the front part of the door inner panel at the time of a frontal collision of the vehicle, the front inner panel is prevented from being deformed while suppressing the deformation of the rigid front part of the door inner panel. By receiving the collision load at the portion, the collision load can be straightly and stably distributed rearward. Thereby, the deformation | transformation of the side door in the front-back direction can be suppressed more reliably.

1 is a side view showing an embodiment of a vehicle including an embodiment of a bracket structure for a vehicle door beam according to the present invention (a part of a door is cut away). It is a perspective view which shows one example of a door inner panel to which the bracket structure of the door beam for vehicles is applied. It is a principal part perspective view which shows the bracket structure of a vehicle door beam, and the door inner panel of an attachment side. It is a side view which shows the bracket structure of the door beam for vehicles. It is AA sectional drawing of FIG. It is BB sectional drawing of FIG.

  1 to 6 show an embodiment of a bracket structure for a vehicle door beam according to the present invention.

  As shown in FIG. 1, a metal cross-sectional circle at a height position approximately halfway between the door belt line 3 and the lower end of the door in a metal side door 2 on the left side of a light truck (car or vehicle) 1 of a single cab type. The pipe-shaped door beam 4 is horizontally disposed, and the front end portion of the door beam 4 is fixed to the front end portion of the metal door inner panel 6 of FIG. Is fixed to the rear end of the door inner panel 6 with a metal rear bracket 7.

  A door outer panel 8 (FIG. 1) is fixed to the vehicle outer side of the door inner panel 6 by hemming caulking, welding, or the like. As shown in FIG. 2, the front part of the door inner panel 6 is formed with increased rigidity on the thick plate than the part other than the front part (the boundary between the thick plate part 9 and the thin plate part 10 is indicated by reference numeral 9a). A bracket 5 on the front side of the door beam 4 is fixed to the thick plate portion 9. The door beam 4 and the front and rear brackets 5 and 7 constitute a door beam assembly 37, and the front and rear brackets 5 and 7 are fixed to the door inner panel 6 in the state of the door beam assembly 37.

  In FIG. 1 and FIG. 2, another upper door beam (not shown) is arranged substantially parallel to the lower door beam 4 in the vicinity of the lower side edge of the door belt line 3 of the side door 2, that is, the window frame 11. However, since the present invention relates to the structure of the lower door beam 4 and the front bracket 5 thereof, description of the upper door beam is omitted. Also on the right side door (not shown) of the vehicle, the door beam 4 and the front and rear brackets 5 and 7 are arranged symmetrically with the left side door 2.

  As shown in FIG. 3, the front bracket 5 includes a pair of upper and lower vertical front wall portions 13 facing the front side of the vehicle, and a pair of upper and lower horizontal side wall portions 14 intersecting the end portions 13 a of the front wall portions 13 near the door beam. A pair of upper and lower vertical side wall portions 15 intersecting the vehicle inner end portion 13b of each front wall portion 13 and the vehicle inner end portion 14a of each horizontal wall portion 14, and a central portion connecting the upper and lower horizontal wall portions 14. And a connecting wall portion 16.

  Each side wall portion 15 is formed in a substantially wing shape, each horizontal wall portion 14 is positioned vertically parallel along the upper and lower surfaces of the front end portion of the door beam 4, and the connecting wall portion 16 is formed in a semicircular shape in the longitudinal section. The vehicle outer surface 4a of the front end portion of the door beam 4 is covered from the vehicle outer side (arranged along the vehicle outer surface 4a).

  The front wall portion 13 of the front bracket 5 is fixed by spot welding 18 in a state where it is abutted against the inner surface of a vertical front wall (front end wall) 17 on the hinge mounting side of the door inner panel 6 of FIGS. ing. The vehicle inner surface of the upper and lower side wall portions 15 of the front bracket 5 is in contact with or close to a vertical side wall 19 that is orthogonal to the front wall 17 of the door inner panel 6 and faces the vehicle outer side.

  As shown in FIG. 4, the front end 4b of the door beam 4 has its front end 4b welded in a circular arc shape by arc welding or the like to the front end of the connecting wall portion 16 of the front bracket 5 (the joint portion is indicated by reference numeral 20). . In addition, the rear portion of the front end portion of the door beam 4 is welded in a form close to, for example, spot welding by arc welding or the like at the vertical position of the rear end 16a of the connecting wall portion 16 of the front bracket 5 or the rear end of the upper and lower horizontal wall portions 14. (The joint portion is denoted by reference numeral 21).

  The front end (annular front end surface) 4b of the door beam 4 is spaced rearward from the front surface 13c of the front wall portion 13 of the front bracket 5 by a distance slightly larger than the plate thickness of the front wall portion 13, and in FIG. The inner panel 6 is in close proximity to the rear surface (backward surface) of the front wall 17 with a small gap 22 (FIG. 4).

  The front bracket 5 is formed by stamping and bending a single metal plate. As shown in FIG. 3, a common intersection 23 of the vertical front wall 13 facing the front of the vehicle, the vertical side wall 15 facing the vehicle width direction, and the horizontal side wall 14 facing the vehicle vertical direction is substantially hemispherical. To absorb the stress during bending. The vehicle inner end 13b of the front wall 13 continues to intersect the front end of the side wall 15, and the inner end of the side wall 15 (the lower end of the upper side wall 15 and the upper end of the lower side wall 15) is a horizontal wall. 14 continues across the vehicle inner end 14 a, and the front end of the lateral wall 14 continues across the inner end of the front wall 13.

  The upper and lower front wall portions 13 are formed in a rectangular shape in a front view (front view), the upper and lower lateral wall portions 14 are formed in a rectangular shape in a plan view, and the upper and lower side wall portions 15 are intersections with the front wall portion 13. 13b is formed to be widest and gradually narrows toward the rear, and the rear half part 15a is formed in a narrow rectangular shape, and a positioning hole for assembling the front bracket 5 to the door inner panel 6 in the rear half part 15a. 24 is provided.

  As shown in FIG. 4, with the door beam 4 as a boundary, the upper front wall portion 13, the lateral wall portion 14, and the side wall portion 15 constitute the upper bracket portion 5 a, and the lower front wall portion 13, the lateral wall portion 14, and the side wall The lower bracket portion 5b is constituted by the portion 15. The upper and lower bracket portions 5a and 5b are formed and arranged symmetrically. The lateral wall portions 14 of the upper and lower bracket portions 5a and 5b are connected to each other by a connecting wall portion 16 having a semicircular cross section (semi-annular shape).

  As shown in FIG. 4, the front wall portion 13 and the lateral wall portion 14 form a substantially L-shaped wall portion in a side view. The side wall 15 connects the front wall 13 and the lateral wall 14 to increase the rigidity of the substantially L-shaped wall in side view. The inner surfaces of the upper and lower horizontal wall portions 14 are in contact with the upper and lower surfaces of the front end portion of the door beam 4 to hold the front bracket 5 against the door beam 4 without backlash in the vertical direction.

  The rear end 16 a of the connecting wall portion 16 is located on the same plane as the rear ends of the upper and lower horizontal wall portions 14, and the front end of the connecting wall portion 16 is located rearward of the front ends of the upper and lower horizontal wall portions 14. The length in the front-rear direction is defined to be shorter than the length in the front-rear direction of the lateral wall portion 14. The connecting wall portion 16 of this example is formed in a semicircular cross section along the outer peripheral surface of the door beam 4.

  The inner surface of the connecting wall portion 16 contacts the outer surface 4a of the door beam 4 and covers the front end portion of the door beam 4 from the outer side of the vehicle. Thereby, when a force toward the vehicle outer side acts on the front end portion of the door beam 4 at the time of a frontal collision of the vehicle, the connecting wall portion 16 firmly receives the vehicle outward force at the front end portion of the door beam 4 from the vehicle outer side, The movement of the front end portion of the door beam 4 toward the outside of the vehicle is reliably prevented.

  The connecting wall portion 16 is formed not in a semicircular cross section, for example, in a substantially rectangular cross section, and the upper and lower horizontal walls (not shown) and the vertical wall outside the vehicle constitute the connecting wall portion 16. It is also possible to bring the inner surface of the vertical wall outside the vehicle into contact with the outer surface 4a of the door beam 4. The connecting wall portion 16 is not limited to a rectangular cross section, and may be a substantially trapezoidal cross section.

  As shown in FIGS. 3 and 5 (AA sectional view in FIG. 3), the door inner panel 6 includes a substantially vertical side wall (outer wall in the vehicle width direction) 25 that is short in the front-rear direction, and a side wall 25 outside the vehicle. A flange 27 (FIG. 5) that continues in parallel through a small step 26 (FIG. 5) on the front side and the vehicle outer side, a substantially vertical front wall 17 that intersects the vehicle outer side wall 25 and continues to the vehicle inner side, and the front wall 17 includes a vehicle inner side wall (an inner side wall in the vehicle width direction) 29 that is long in the front-rear direction and continues in the vehicle front and rear via a small step portion 28. As shown in FIG. 5, the door outer panel 8 is fixed to the flange 27 on the outside of the vehicle by hemming caulking or the like. In FIG. 3, the door outer panel 8 is not shown.

  As shown in FIG. 3, the front wall 17 of the door inner panel 6 includes a narrow portion 17 a outside the vehicle, and a wide portion 17 b inside the vehicle that continues to the narrow portion 17 a via a step 19. In FIG. 3, a step shape of the front portion of the door inner panel 6 is shown by a chain line (auxiliary line) 30. The side wall 25 on the vehicle outer side, the front wall 17 and a part of the side wall 29 on the vehicle inner side are integrally formed by a thick plate portion 9 of tailored blank material.

  The tailored blank material is an existing material that is stamped into a required shape by press working in a state where the thick plate portion 9 and the thin plate portion 10 are joined by welding at the boundary portion 9a. The side door 2 (FIG. 1) is reduced in weight by a thin-wall side wall 29 on the vehicle inner side. As shown in FIG. 5, the intersection 31 between the vehicle outer side wall 25 and the front wall 17 and the intersection 28 between the front wall 17 and the vehicle inner side wall 29 each have a corner shape, so that the front of the door inner panel 6 is formed. The rigidity of the part is increased.

  As shown in FIG. 3, the front wall portion 13 of the bracket 5 on the front side of the door beam 4 is joined and fixed to the rear surface (rear surface) of the front wall 17 of the door inner panel 6 by spot welding 18. The intersection 13b between the front wall portion 13 of the front bracket 5 and the side wall portion 15 on the vehicle inner side and the front half portion of the side wall portion 15 on the vehicle inner side are a portion 17a closer to the vehicle outer side of the front wall 17 of the door inner panel 6 and the vehicle. They are in contact with or close to each other along the step wall 19 between the inner portion 17b.

  As shown in FIG. 5, the front end (annular front end surface) 4 b of the pipe-shaped door beam 4 is located close to the front wall 17 of the door inner panel 6, and slightly close to the front end 4 b of the door beam 4. A portion 4b ′ on the outer side of the vehicle faces and overlaps with a highly rigid intersection (corner portion) 31 between the front wall 17 of the door inner panel 6 and the side wall 25 on the outer side of the vehicle, and overlaps and is positioned in front view. (The crossing portion (corner portion) 31 is positioned so as to overlap the inner side in the radial direction of the front end 4b of the door beam 4 when viewed from the front.

  As shown in FIG. 6 (BB cross-sectional view in FIG. 3), a bracket 5 on the front side of the door beam 4 is disposed near the door outer panel between the door outer panel 8 and the door inner panel 6. The upper and lower horizontal wall portions 14 of the front bracket 5 protrude in parallel to the vehicle inner side of the vehicle inner surface 4d of the door beam 4 and connect the upper and lower horizontal wall portions 14 on the vehicle outer side of the vehicle outer surface 4b of the door beam. The semicircular connecting wall 16 is located in the door outer panel 8 with a slight gap 32. The upper and lower side wall portions 15 following the vehicle inside of the upper and lower horizontal wall portions 14 are positioned substantially parallel to the door outer panel 8 and the door inner panel 6.

  As shown in FIG. 1, a loading platform (a rear portion of the vehicle) 33 is disposed behind the bracket 7 on the rear side of the door beam 4. At the time of a frontal collision of the vehicle, the door beam 4 is sandwiched between the side door 2 and the front end portion of the vehicle (the collision portion 34 and the rear loading platform 33 heading forward by inertial force in the axial direction.

  As shown in FIG. 2, a rear door sash 35 is suspended from the rear of the door inner panel 6, and a sash bracket 36 fixed to the door sash 35 is bolted to the door inner panel 6 together with the rear bracket 7 of the door beam 4. The strength of the rear bracket 7 is increased. The rear bracket 7 includes a vehicle inner side and front side plate part 41 joined to a vehicle inner side wall 38 at the rear part of the door inner panel 6, and a vehicle outer side joined to a vehicle outer side wall 39 of the door inner panel 6 and The rear plate portion 42 and the connecting plate portion 43 that is located along the rear wall 40 that connects the inner and outer side walls 38 and 39 of the door inner panel 6 and that connects the inner and outer plate portions 41 and 42 are substantially crank-shaped in a plan view. (Substantially Z-shaped).

  The total length of the door beam assembly 37 (FIG. 1) composed of the door beam 4, the front bracket 5 (FIG. 1), and the rear bracket 7 is, for example, after the rear bracket 7 is welded to the rear end of the door beam 4. The bracket 5 (FIG. 1) is defined when the door beam 4 is welded. That is, before welding, the door beam 4 can be moved in the longitudinal direction (front-rear direction) along the upper and lower lateral wall portions 14 (FIG. 4) and the connecting wall portion 16 of the front bracket 5, so that the door beam 4 is joined and fixed to the door beam 4. By defining the positions of the welds 20 and 21 of the front bracket 5 (FIG. 4) with reference to the rear bracket 7 (FIG. 1), the total length of the door beam assembly 37 can be accurately defined.

  Further, when the door beam assembly 37 is attached to the door inner panel 6, the front wall portion 13 of the front bracket 5 is brought into contact with and fixed to the front wall 17 (FIG. 2) of the door inner panel 6, and then the rear side By appropriately adjusting the position where the bracket 7 is welded to the side walls 38 and 39 inside and outside the vehicle of the door inner panel 6 in the front-rear direction, it is possible to absorb the dimensional variation on the door inner panel 6 side.

Below, the effect of the bracket structure of the vehicle door beam will be described.
(1) The front end surface 4b of the pipe-shaped door beam 4 is adjacent to and opposed to the surface facing the rear side of the stepped portion on the front side of the door inner panel 6, that is, the rear surface of the front wall 17, and the rear surface of the front wall 17 By joining the front surfaces 13c of the pair of upper and lower front wall portions 13 of the front bracket 5, it is possible to reliably transmit a front / rear collision load to the door beam 4 via the front bracket 5 at the time of front collision of the vehicle. .

(2) Further, a pair of upper and lower bracket portions 5a and 5b composed of upper and lower front wall portions 13, upper and lower lateral wall portions 14, and upper and lower side wall portions 15 are connected to a connecting wall portion 16 that straddles the pipe-shaped door beam 4 from the outside of the vehicle. To connect the connecting wall 16 to the front end of the door beam 4 so that the front end of the door beam 4 does not fly outside the vehicle (does not move) at the time of a frontal collision of the vehicle. Since the front bracket 5 has a shape that covers the front end of the door beam 4 from the outside of the vehicle, the deformation that escapes to the outside of the door beam 4 by the connecting wall portion 16 of the bracket 5 is reduced, and the effect of the above (1) is achieved. Can be promoted.

  Further, the joint 20 (FIG. 4) between the front end portion of the door beam 4 and the connecting wall portion 16 of the front bracket 5 is line joint (welding) in the circumferential direction of the door beam, and the front wall 17 of the door inner panel 6 and the front bracket. The rigidity of the front wall portion 5 is set to the attachment rigidity of the door beam 4 through the wire welding 20, so that the attachment rigidity is ensured.

(3) Further, the upper bracket portion 5a of the front bracket 5 is L-shaped in the side view and the upper front wall portion 13 and the lateral wall portion 14 and the lower bracket portion 5b is in the L-shape in the side view. By connecting the lower front wall portion 13 and the lateral wall portion 14 together with a wing-like planar side wall portion 15, the front bracket 5 in the direction along the side wall surfaces 25 and 29 of the door inner panel 6. The impact load that pushes the pipe-shaped door beam 4 straight rearward at the time of a frontal collision of the vehicle can be stabilized.

(4) Since the corner 31 (FIG. 5) of the step portion (25) on the vehicle outer side of the door inner panel 6 is relatively high in rigidity, the annular shape of the pipe-shaped door beam 4 is deformed during a frontal collision of the vehicle. The front end face 4b and the corner 31 of the stepped portion of the door inner panel 6 are brought into contact with each other, whereby the collision load at the front portion of the door inner panel 6 can be reliably transmitted to the door beam 4.

(5) As described above, since a collision load is applied to the front part of the door inner panel 6 at the time of a frontal collision of the vehicle, first, deformation of the front part of the door inner panel 6 is suppressed and a collision occurs at the front part of the door inner panel 6. It is important to catch the load and distribute the impact load straight back. From this point of view, the thickness of the front portion of the door inner panel 6 is increased to increase the rigidity of the front portion of the door inner panel 6 with a thick plate portion denoted by reference numeral 9. By suppressing the deformation of the front part and uniformly deforming backward, the collision load can be stably distributed backward. The front part of the door inner panel 6 has a vertical structure, and the door beam 4 has a horizontal structure connected to the vertical structure. Two door beams are arranged above and below the door inner panel 6, and the configurations of the upper and lower door beam assemblies are different.

(6) In addition to stabilizing the fixing structure of the front part of the door beam 4 with the bracket 5 on the front side of the door beam 4 along the step structure of the front part of the door inner panel 6, the step of the rear part of the door inner panel 6 By stabilizing the fixing structure of the rear portion of the door beam 4 with the bracket 7 on the rear side of the door beam 4 that is substantially crank-shaped (substantially Z-shaped) in plan view along the structure, stable distribution of the collision load at the frontal collision of the vehicle is achieved. Can be done.

(7) When the front bracket 5 of the door beam 4 is joined to the door inner panel 6, for example, the position of the spot weld 18 (FIG. 3) of the front bracket 5 is moved in the vertical direction of the door inner panel 6. The door beam 4 is extended and moved in the front-rear direction so that the front end face 4b of the door beam 4 is brought close to the rear face of the front wall 17 of the door inner panel 6, so It is possible to reliably contact the front wall 17. Thereby, the inter-door displacement amount of the door beam 4 is reduced, and the function of the door beam 4 as a support rod is enhanced. Further, when the front bracket 5 (FIG. 4) is welded to the front end portion of the door beam 4 (portions indicated by reference numerals 20 and 21), the single-item tolerance (length variation) of the door beam 4 can be absorbed. There is no need to increase the dimensional accuracy, and the cost can be kept low.

  In addition, the bracket structure of the door beam for vehicles of this invention is not restricted to the structure of the said embodiment. For example, in the above embodiment, the front bracket 5 is configured by the front wall portions 13, the horizontal wall portions 14, the side wall portions 15, and the connecting wall portions 16 that connect the horizontal wall portions 14 that intersect in three directions. For example, the side wall 15 and the connecting wall 16 are omitted, and the front wall 13 and the horizontal wall 14 intersecting in two directions constitute the front bracket (5), or the connecting wall 16 is omitted, and each front wall 13, each lateral wall 14, and each side wall 15 intersecting in three directions constitute a front bracket (5), or only each side wall 15 is omitted. The front wall portion 13, the lateral wall portions 14, and the connecting wall portion 16 may constitute a front bracket (5). In any case, each front wall part 13 and each horizontal wall part 14 are essential. When the connecting wall portion 16 is not used, each lateral wall portion 14 is fixed to the upper and lower outer peripheral wall surfaces of the door beam 4 by wire welding or spot welding.

  The bracket structure for a vehicle door beam according to the present invention transmits a collision load straight to the rear of the vehicle along the door beam in the side door at the time of a frontal collision of an automobile, and in addition, the front end of the door beam moves to the outside of the vehicle. And can be used to achieve them with a light weight, low cost and simple structure.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Side door 4 Door beam 4a Vehicle outer surface 4b Front end surface 5 Front bracket 6 Door inner panel 9 Thick plate portion 10 Thin plate portion 13 Front wall portion 14 Horizontal wall portion 15 Side wall portion 16 Connecting wall portion 17 Front wall 25 Vehicle outside Side wall 31 corner

Claims (3)

A vehicle door beam bracket structure in which a pipe-like door beam extending in the front-rear direction is provided in a side door of the vehicle, and a front bracket is fixed to the front end of the door beam, and a door inner panel to which the bracket structure is fixed A side door with
A pair of upper and lower front wall portions in which a front end surface of the door beam is closely opposed to a front wall forming a part of a step shape of a front portion of the door inner panel, and the front bracket is joined to a rear surface of the front wall. And a pair of upper and lower lateral wall portions that intersect the front wall portion and are positioned along the front end portion of the door beam,
The corner portion where the vehicle outer side wall and the front wall intersect in the step shape of the front portion of the door inner panel is overlapped with the front end surface of the door beam in front view ,
The pair of upper and lower lateral wall portions are connected by a connecting wall portion that covers a vehicle outer surface of the door beam, and the front end of the connecting wall portion and the rear end of the connecting wall portion or the pair of upper and lower horizontal wall portions are the door beam. Side door characterized by being joined and fixed to the front end of the door. A vehicle door beam bracket structure in which a pipe-like door beam extending in the front-rear direction is provided in a side door of the vehicle, and a front bracket is fixed to the front end of the door beam, and a door inner panel to which the bracket structure is fixed A side door with
A pair of upper and lower front wall portions in which a front end surface of the door beam is closely opposed to a front wall forming a part of a step shape of a front portion of the door inner panel, and the front bracket is joined to a rear surface of the front wall. And a pair of upper and lower lateral wall portions that intersect the front wall portion and are positioned along the front end portion of the door beam,
The corner portion where the vehicle outer side wall and the front wall intersect in the step shape of the front portion of the door inner panel is overlapped with the front end surface of the door beam in front view ,
A side door characterized in that end portions on the vehicle inner side of the front wall portion and the lateral wall portion are connected by a wing-like side wall portion . The front part of the said door inner panel which joined the said front side bracket was formed in the thick board, and the door inner panel part behind this front part was formed in the thin board, The Claim 1 or 2 characterized by the above-mentioned. Side door.

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