JP6432560B2 - Side door structure for vehicles - Google Patents

Description

  The present invention relates to a vehicle side door structure.

  The following Patent Document 1 discloses an invention related to a vehicle side door structure. In this vehicle side door structure, an acceleration sensor is provided on the side door. The acceleration sensor is configured to output a signal corresponding to the acceleration in the vehicle width direction, and this signal is output to the airbag ECU. Then, when a local collision load is input to the side door, if a signal equal to or greater than the threshold value is input to the airbag ECU from the acceleration sensor, the airbag ECU activates the side airbag device. Thereby, the passenger | crew is protected from the side door which penetrate | invades into the vehicle interior side by the inflated and deployed side airbag.

  By the way, when protecting an occupant with a side airbag device, it is necessary to inflate and deploy the side airbag in a narrow gap between the side of the occupant outside in the vehicle width direction and the side door. It is preferable that the available time can be ensured as long as possible. For that purpose, it is desirable that the collision load can be transmitted to the acceleration sensor that detects the collision at an early stage.

  In this respect, the vehicle side door structure described in Patent Document 1 below is configured such that a collision load is transmitted to the acceleration sensor at an early stage using a sensing bracket. Specifically, in this side door structure for a vehicle, the outer portion of the door body in the vehicle width direction is configured by an outer panel, and the inner portion of the door body in the vehicle width direction is configured by an inner panel. An internal space is formed between the two. In addition, in the inner space, a straight impact beam extending in the vehicle front-rear direction is disposed on the inner side of the outer panel in the vehicle width direction, and a sensing bracket attached to the inner panel on the inner side of the impact beam in the vehicle width direction Is arranged. And the acceleration sensor is attached to the vehicle interior side of the inner panel. For this reason, when a local collision load is input to the outer panel of the side door, the outer panel is pressed and deformed, and the collision load is input to the impact beam through the outer panel. On the other hand, the impact beam to which a collision load is input has its longitudinal middle portion bent inward in the vehicle width direction. Accordingly, the outer panel locally approaches the inner panel, and the sensing bracket is pressed by the outer panel. . As a result, a collision load is transmitted to the sensing bracket, and the collision load transmitted from the sensing bracket to the inner panel is input to an acceleration sensor attached to the inner panel. Therefore, in the prior art described in Patent Document 1 below, the collision load input to the outer panel can be transmitted to the acceleration sensor at an early stage via the sensing bracket.

International Publication No. WO2011 / 010370

  However, according to the prior art described in Patent Document 1, there is a relatively wide gap between the outer panel and the impact beam, and there is a time difference between the outer panel and the impact beam. Outer panel idle running time) occurs. In particular, in many vehicle models, the outer panel is gently curved outward in the vehicle width direction, so that a wider gap is formed between the outer panel and the impact beam. From the start of deformation of the outer panel to the start of deformation of the impact beam. This is a cause of the time difference. For this reason, there is room for improvement in order to transmit the collision load to the acceleration sensor earlier.

  An object of the present invention is to obtain a vehicle side door structure capable of transmitting a collision load to an acceleration sensor earlier when a local collision load is input to the side door in consideration of the above facts.

The vehicle side door structure according to the first aspect of the present invention includes an outer panel that constitutes a portion of the side door on the outer side in the vehicle width direction and extends in the vehicle vertical direction and the vehicle front-rear direction, and the vehicle width of the side door. An inner panel that constitutes an inner portion of the vehicle and extends in the vehicle vertical direction and the vehicle front-rear direction and forms an internal space with the outer panel, and is configured in a straight tubular shape that extends in the vehicle front-rear direction. An impact beam disposed on the outer panel side in the space and having both longitudinal ends fixed to the inner panel, and a sensing bracket provided on the impact beam and projecting from the impact beam toward the outer panel, Yes, and the outer panel, so that the front-rear direction central portion the vehicle is convex outwardly in the vehicle width direction Curved and overhanging amount from the impact beam of the sensing bracket to the outer panel is greater toward the vehicle front-rear direction central portion of the outer panel.

  According to the first aspect of the present invention, the outer panel extending in the vehicle up-down direction and the vehicle front-rear direction forms the outer side portion of the side door in the vehicle width direction, and extends in the vehicle vertical direction and the vehicle front-rear direction. The inner panel of the side door constitutes the inner portion of the side door in the vehicle width direction. An inner space is formed by the outer panel and the inner panel, and an impact beam is disposed on the outer panel side of the inner space. The impact beam is formed in a straight tubular shape extending in the longitudinal direction of the vehicle, and both end portions in the longitudinal direction are fixed to the inner panel. For this reason, when a local collision load is input to the outer panel of the side door, the outer panel is pressed and deformed, and the collision load is input to the impact beam through the outer panel. Then, the collision load input to the impact beam is transmitted from both ends in the longitudinal direction of the impact beam to the inner panel.

  By the way, if there is a gap between the outer panel and the impact beam, a time difference may occur between the start of deformation of the outer panel and the start of deformation of the impact beam, and transmission of the collision load to the inner panel may be delayed. When an acceleration sensor for detecting a side collision (hereinafter referred to as “side collision”) is disposed on the inner panel or a component of the vehicle body to which a load is transmitted from the inner panel, the transmission of the collision load to the inner panel is performed. Is preferably performed earlier.

In the present invention, the impact beam is provided with a sensing bracket projecting from the impact beam toward the outer panel. For this reason, when a local collision load is input to the outer panel, the collision load can be transmitted from the outer panel to the impact beam in a state in which the amount of deformation of the outer panel is small as much as the sensing bracket projects. As a result, the time required for transmitting the load from the outer panel to the inner panel can be shortened as compared to the case where the impact beam is not provided with a sensing bracket protruding from the impact beam toward the outer panel.
Further, according to the present invention, the outer panel of the side door is curved so that the center part in the vehicle front-rear direction is convex outward in the vehicle width direction, and the design surface curved to the side door is formed by the outer panel. . Further, the projecting amount of the sensing bracket from the impact beam to the outer panel becomes larger toward the center of the outer panel in the longitudinal direction of the vehicle. For this reason, the protruding amount of the sensing bracket can be made to correspond to the shape of the outer panel.

  The vehicle side door structure according to a second aspect of the present invention is the vehicle side door structure according to the first aspect, wherein the sensing bracket is located on the vehicle rear side and the vehicle lower side with respect to the center portion of the outer panel in a side view of the vehicle. Arranged on the side.

  According to the second aspect of the present invention, the sensing bracket is disposed on the vehicle rear side with respect to the center portion of the outer panel in a side view of the vehicle. For this reason, when a local collision load is input to the rear side of the vehicle from the center portion of the outer panel in a side view of the vehicle, the outer panel changes from the outer panel to the impact beam with a small amount of deformation. The collision load can be transmitted at an early stage.

  By the way, when a passenger | crew is small, the distance between the outer panel of a side door and a passenger | crew is ensured, and it becomes comparatively easy to ensure the time which can be utilized for deploying the side impact airbag. . On the other hand, when the occupant is large, it is difficult to ensure the distance between the outer panel of the side door and the occupant, and as a result, the time available for deploying the side airbag is ensured. It may be difficult. In many cases, the seat position of the large occupant is located on the vehicle rear side of the seat position of the small occupant.

  Here, in the present invention, as described above, when a local collision load is input to the rear side of the vehicle from the central portion of the outer panel in a side view of the vehicle, the collision load is easily transmitted from the outer panel to the impact beam. ing. For this reason, even when a large occupant is in the vehicle, it is possible to secure a time available for deploying the side airbag.

  In addition, when an acceleration sensor is disposed on the center pillar that partitions the door opening that is opened and closed by the side door, the acceleration sensor detects a collision load transmitted from the sensing bracket to the center pillar through the inner panel; Become. By the way, when a collision load is input to the center pillar, from the viewpoint of the deformation amount of the center pillar in the vehicle width direction, the portion of the center pillar on the vehicle upper side is easily affected by the collision load. Is less susceptible to the impact load. In other words, in the present invention, the acceleration sensor is provided at the center pillar (the base side) by providing the sensing bracket at the position described above (the vehicle rear side and the vehicle lower side with respect to the central portion of the outer panel in a side view of the vehicle). Even if it arrange | positions, the transmission efficiency of the collision load from the outer panel of a side door to an acceleration sensor is securable.

A vehicle side door structure according to a third aspect of the present invention is the vehicle side door structure according to the first or second aspect , wherein the sensing bracket faces the outer panel and extends in the longitudinal direction of the impact beam. A side wall portion, an upper wall portion extending inward in the vehicle width direction from a peripheral portion on the vehicle upper side of the side wall portion, and an inner side in the vehicle width direction from a peripheral portion on the vehicle lower side of the side wall portion. An upper bead bulging on the upper side of the vehicle and extending along the upper edge of the side wall, and swelled on the lower side of the vehicle. A lower bead portion extending along the lower edge portion of the side wall portion is formed.

According to the third aspect of the present invention, the sensing bracket includes a side wall portion facing the outer panel and extending in the longitudinal direction of the impact beam, and a vehicle width direction inner side from a peripheral portion on the vehicle upper side of the side wall portion. And a lower wall portion extending inward in the vehicle width direction from a peripheral portion on the vehicle lower side of the side wall portion. That is, the sensing bracket includes a side wall portion, an upper wall portion, and a lower wall portion, and has a U-shape that is opened inward in the vehicle width direction in a cross-sectional view as seen from the vehicle front-rear direction. It extends in the longitudinal direction. For this reason, the rigidity of the sensing bracket against the collision load input to the side door is ensured.

  Here, in the present invention, an upper bead portion is formed on the upper wall portion of the sensing bracket so as to bulge toward the upper side of the vehicle and along the upper edge portion of the side wall portion. And a lower bead portion is formed along the lower edge portion of the side wall portion. Accordingly, the sensing bracket is reinforced by the upper bead portion and the lower bead portion. As a result, deformation of the sensing bracket (of the cross section viewed from the vehicle front-rear direction) when the sensing bracket receives a collision load is suppressed.

As described above, the vehicle side door structure according to the first aspect of the present invention can transmit the collision load to the acceleration sensor earlier when the local collision load is input to the side door. It has an excellent effect of being able to
In addition, the vehicle side door structure according to the first aspect of the present invention has an excellent effect that it is possible to achieve both the early transmission of the collision load to the acceleration sensor and the securing of the design of the side door. Have

  The side door structure for a vehicle according to the second aspect of the present invention can stably deploy the side impact airbag regardless of whether the occupant is small or large, and is disposed on the center pillar. It has the outstanding effect that a collision load can be transmitted to the acceleration sensor made early.

The vehicle side door structure according to the third aspect of the present invention has an excellent effect that the transmission efficiency of the load from the outer panel to the impact beam can be improved.

It is sectional drawing (sectional drawing which shows the state cut | disconnected along the 1-1 line | wire of FIG. 9) which looked at the side door to which the vehicle side door structure which concerns on embodiment was applied from the vehicle front side. It is the expanded bottom view seen from the vehicle lower side which shows the structure of the principal part of the side door to which the vehicle side door structure which concerns on this embodiment was applied. The expanded sectional view seen from the vehicles front side showing the composition of the principal part of the side door to which the side door structure for vehicles concerning this embodiment was applied (sectional view showing the state cut along line 3-3 of Drawing 2 ). It is a flowchart which shows an example of the process performed by airbag ECU which comprises the passenger | crew protection apparatus which concerns on this embodiment. FIG. 6 shows a deformation process of a sensing bracket and an impact beam when a local collision load is input to a side door to which the vehicle side door structure according to the embodiment is applied. It is the perspective view which looked at the deformation | transformation state of these members along time passage from the diagonally backward outer side of the vehicle shown as (A), (B), (C), (D) in order from immediately after the collision load input. FIG. 6 shows a deformation process of a sensing bracket and an impact beam when a local collision load is input to a side door to which the vehicle side door structure according to the embodiment is applied. It is sectional drawing which looked at the deformation | transformation state of these members along time passage from the vehicle front side shown as (A), (B), (C), (D) in order from immediately after the collision load input. It is the side view which looked at the structure of the principal part of the side door to which the vehicle side door structure which concerns on this embodiment was applied from the vehicle width direction outer side shown in the state which removed the outer panel. FIG. 9 is an enlarged cross-sectional view (cut along line 8-8 in FIG. 9) showing the relationship between the side door to which the vehicle side door structure according to this embodiment is applied, the center pillar, and the surrounding structure. It is an expanded sectional view showing a state). It is the side view which looked at the side door to which the vehicle side door structure which concerns on this embodiment was applied from the vehicle width direction outer side in the state which removed the outer panel. It is the perspective view which looked at the vehicle to which the side door structure for vehicles concerning this embodiment was applied from vehicles slanting front inner side.

  Hereinafter, an example of an embodiment of a vehicle side door structure according to the present invention will be described with reference to FIGS. Note that an arrow FR that is appropriately shown in each drawing indicates the vehicle front side, an arrow UP indicates the vehicle upper side, and an arrow OUT indicates the vehicle width direction outer side.

  First, the configuration of the vehicle body 12 of the vehicle 10 to which the vehicle side door structure according to the present embodiment is applied will be described with reference to FIG. The vehicle body 12 constitutes a floor portion 14 of the vehicle 10 and includes a floor panel 16 extending in the vehicle front-rear direction and the vehicle width direction. The floor panel 16 is formed by pressing a steel plate, and a floor tunnel portion 16 </ b> A that bulges upward in the vehicle width direction and extends in the vehicle width direction is formed at the center in the vehicle width direction.

  Further, rockers 18 having a closed cross-sectional shape when viewed from the vehicle front-rear direction are provided at both ends of the floor panel 16 in the vehicle width direction, and the rocker 18 extends to the floor cross member 20 extending in the vehicle width direction. , 22 are connected to the floor tunnel portion 16A. An end portion of the floor cross member 22 arranged in the vehicle longitudinal direction center portion of the vehicle body 12 in the vehicle width direction outer side is a vehicle lower side of the center pillar 26 constituting a part of the vehicle body side portion 24 via the rocker 18. It is connected with the end of the.

  The vehicle body side portion 24 includes a front pillar (not shown) and a center pillar 26. The front pillar and the center pillar 26 both extend in the vehicle vertical direction and are arranged in this order from the vehicle front side. Yes. As shown in FIGS. 7 and 8, the center pillar 26 includes a side member outer panel 28, a center pillar outer reinforcement 30, and a center pillar inner panel 32. In the following description, the side member outer panel 28 is referred to as a cycle outer 28. The center pillar outer reinforcement 30 is referred to as an outer R / F 30. Further, the center pillar inner panel 32 is referred to as a pillar inner 32.

  Specifically, the pillar inner 32 extends in the vehicle vertical direction and constitutes a portion on the inner side in the vehicle width direction of the center pillar 26, and a cross-sectional hat that opens to the outer side in the vehicle width direction when viewed from the vehicle vertical direction. It has a shape. The outer R / F 30 extends in the vehicle front-rear direction and is disposed on the outer side in the vehicle width direction of the pillar inner 32, and has a cross-sectional hat shape that opens to the inner side in the vehicle width direction when viewed from the vehicle vertical direction. Is made. And the pillar inner 32 and outer R / F30 comprise the closed cross-section structure because each flange part is joined by joining means, such as welding. On the other hand, the outer outer part 28 covers the outer R / F 30 from the outer side in the vehicle width direction, and a portion having a cross-sectional hat shape opened to the inner side in the vehicle width direction is joined to the flange part of the outer R / F 30 by welding means or the like. It is joined. Although not shown in the entire figure, the outer outer 28 is a large press-molded member in which a rocker outer, a roof side rail outer and the like are integrally formed.

  A roof side rail (not shown) extending in the vehicle front-rear direction is disposed on the vehicle upper side of the center pillar 26 and the front pillar configured as described above, and the vehicle lower side of the front pillar and the center pillar 26 is arranged on the vehicle lower side. The above-mentioned rocker 18 is arranged. And in the vehicle body side part 24 comprised as mentioned above, the door opening part 36 opened and closed by the front side door 34 is formed in the part ahead of the vehicle. That is, the center pillar 26 is disposed so as to partition the door opening 36. In the following description, the front side door 34 is referred to as a side door 34.

  As shown in FIGS. 1, 8 and 9, the side door 34 has a width direction (door width direction) in the vehicle front-rear direction when the door opening 36 is closed (the side door 34 is closed). And the thickness direction (door thickness direction) matches the vehicle width direction. Note that the door width direction and the door thickness direction used in the following description both indicate directions in a state where the side door 34 is closed.

  The side door 34 is configured to include an outer panel 38 that constitutes a portion of the side door 34 on the outer side in the vehicle width direction, and an inner panel 40 that constitutes a portion of the side door 34 on the inner side in the vehicle width direction. The outer panel 38 extends in the vehicle up-down direction and the vehicle front-rear direction, and is a cross-section viewed from the vehicle front-rear direction so that the central portion in the vehicle width direction protrudes outward in the vehicle width direction in a cross-sectional view viewed from the vehicle vertical direction. The vehicle is vertically curved so that the center in the vehicle vertical direction is convex outward in the vehicle width direction. In other words, the outer panel 38 is curved (swelled) so that the central portion thereof is convex outward in the vehicle width direction when viewed from the side of the vehicle (viewed from the vehicle width direction).

  On the other hand, the inner panel 40 as a whole extends in the vehicle up-down direction and the vehicle front-rear direction, and includes a vertical wall portion 40A constituting a main portion thereof, and a peripheral wall provided continuously to the vertical wall portion 40A. A portion 40B, an extending wall portion 40C, and a peripheral wall portion 40D are configured. Specifically, the vertical wall portion 40A extends in the vehicle up-down direction and the vehicle front-rear direction and is arranged with the plate thickness direction as the vehicle width direction, and service holes 42 used for maintenance work and the like are formed at a plurality of locations. Yes. A peripheral wall portion 40B extends to the outer periphery in the vehicle width direction along the peripheral edge portion from the peripheral edge portion of the vertical wall portion 40A. An extending wall portion 40 </ b> C extends along the outer peripheral side of the side door 34. And the peripheral wall part 40D is extended toward the vehicle width direction outer side along the peripheral part from the peripheral part on the opposite side to the peripheral wall part 40B in the extended wall part 40C, The peripheral edge of the peripheral wall part 40D The part is joined to the peripheral part of the outer panel 38 by hemming.

  An inner space 44 having a depth in the vehicle front-rear direction and the vehicle width direction is formed between the outer panel 38 and the inner panel 40 configured as described above, and a well-known window regulator is formed in the inner space 44. Further, a dental reinforcement 46 (see FIG. 7), an impact beam 48, a pressure sensor 53 (main sensor) described later, and the like are arranged. In the following description, the dent reinforcement 46 is referred to as a dent R / F 46. In addition, although the service hole 42 is formed in the inner panel 40, the service hole 42 is closed by a service hole cover (not shown) when the side door 34 is assembled to the vehicle 10. The space 44 functions as a pressure chamber. In addition, the code | symbol 49 of FIG. 9 is outer reinforcement.

  Next, the configuration of the dent R / F 46 and the impact beam 48 will be described with reference to FIGS. The dento R / F 46 is configured by pressing a steel material, and is disposed in the vehicle vertical direction central portion of the internal space 44 and extends in the vehicle front-rear direction when viewed from the vehicle width direction. Specifically, the dent R / F 46 includes a bulging portion 46A that bulges outward in the vehicle width direction, and a flange portion 46B that extends from the peripheral portion of the bulging portion 46A toward the outer peripheral side of the side door 34. It is comprised including. Therefore, the dent R / F 46 is configured in a hat shape in which the inner side in the vehicle width direction is opened in a cross-sectional view as viewed from the vehicle front-rear direction. The dent R / F 46 is joined to the extended wall portion 40C of the inner panel 40 by joining means such as welding at both ends in the longitudinal direction.

  On the other hand, the impact beam 48 is formed in a circular tube extending in the vehicle front-rear direction with a straight (uniform cross-section) round pipe or the like, and extensions 50 are provided at both ends in the longitudinal direction. The impact beam 48 is fixed to the inner panel 40 with both ends in the longitudinal direction of the impact beam 48 being joined to the extending wall portion 40 </ b> C of the inner panel 40 via the extension 50.

  Further, the impact beam 48 is disposed in a state where the impact beam 48 is inclined from the vehicle front upper side to the vehicle rear lower side on the vehicle lower side of the dent R / F 46 as shown in FIG. The inner space 44 is disposed on the outer panel 38 side.

  Next, the configuration of the occupant protection device 52 provided in the vehicle 10 will be described with reference to FIGS. The occupant protection device 52 (see FIG. 8) includes a pressure sensor 53, an airbag ECU (Electronic Control Unit) 54, a first acceleration sensor 56, and a second acceleration sensor 58 (a safing sensor, built in the airbag ECU 54). 8) and a side collision airbag device 60.

  The airbag ECU 54 is disposed on the vehicle front side in the upper surface portion of the floor tunnel portion 16A of the floor panel 16 (see FIG. 10), and the second acceleration sensor 58 built in the airbag ECU 54 is, for example, a triaxial acceleration. It is considered as a sensor. In the present embodiment, the pressure sensor 53 described above is a main sensor that detects a side collision. The first acceleration sensor 56 is attached to the inner surface in the vehicle width direction of the pillar inner 32 of the center pillar 26 (see FIG. 8). The first acceleration sensor 56 is a safing sensor, and is configured to output a signal corresponding to at least the acceleration in the vehicle width direction. Note that the mounting position of the first acceleration sensor 56 is set to a position that overlaps with the end portion of the impact beam 48 on the vehicle rear side when viewed from the vehicle width direction. Further, the side airbag device 60 is a side airbag, a curtain airbag, or the like.

  The airbag ECU 54, the pressure sensor 53, the first acceleration sensor 56, and the second acceleration sensor 58 are electrically connected, and the airbag ECU 54 is configured to perform a side collision airbag according to signals from these sensors. An operation signal is output to the device 60.

  In this embodiment, as shown in FIGS. 1 to 3, the impact beam 48 is provided with a sensing bracket 62 (hereinafter referred to as “sensing BKT 62”). There is a feature in the configuration of the sensing BKT 62. Hereinafter, the configuration of the sensing BKT 62 constituting the main part of the present embodiment will be described in detail.

  The sensing BKT 62 includes an attachment wall portion 62A attached to the outer surface of the impact beam 48 and an overhang portion 62B that protrudes from the impact beam 48 toward the outer panel 38. The mounting wall portion 62A extends along the longitudinal direction of the impact beam 48. The general portion 62A1 that is in surface contact with the outer surface of the impact beam 48 and the outer peripheral side of the impact beam 48 relative to the general portion 62A1. A plurality of bulged portions 62A2 bulged are included. Specifically, the bulging portion 62A2 includes a portion spaced from the both longitudinal ends of the mounting wall portion 62A by a predetermined distance from the longitudinal center side of the mounting wall portion 62A, and the mounting wall from the longitudinal center portion of the mounting wall portion 62A. It is disposed at a total of four locations, a predetermined distance apart, on the end side in the longitudinal direction of the portion 62A. The mounting wall portion 62A has a general portion 62A1 attached to the outer surface of the impact beam 48 by a joining means such as welding, and a welding portion is intermittently formed on the mounting wall portion 62A. ing.

  On the other hand, the overhanging part 62B includes a side wall part 62B1, and an upper wall part 62B2 and a lower wall part 62B3 provided continuously with the side wall part 62B1. Specifically, the side wall 62B1 is formed in a rectangular plate shape that faces the outer panel 38 and extends in the longitudinal direction of the impact beam 48 and that has the vehicle width direction as the plate thickness direction. The side wall portion 62B1 is inclined from the vehicle front outer side to the vehicle rear inner side as seen from the vehicle vertical direction, and the amount of protrusion δ from the impact beam 48 of the overhang portion 62B to the outer panel 38 is the vehicle of the outer panel 38. It becomes larger toward the center in the front-rear direction. Further, the upper wall portion 62B2 is configured in a plate shape that extends inward in the vehicle width direction from a peripheral portion (upper edge portion) on the vehicle upper side of the side wall portion 62B1 and that has the vehicle vertical direction as the plate thickness direction. The lower wall portion 62B3 is configured in a plate shape that extends inward in the vehicle width direction from a peripheral portion (lower edge portion) on the vehicle lower side of the side wall portion 62B1 and has the vehicle vertical direction as the plate thickness direction. In other words, the overhanging portion 62B is configured in a U shape that is opened inward in the vehicle width direction and extends in the longitudinal direction of the impact beam 48 in a cross-sectional view as viewed from the vehicle front-rear direction.

  Further, as shown in FIG. 7, the upper wall portion 62B2 is provided with an upper bead portion 64, and the lower wall portion 62B3 is provided with a lower bead portion 66. The upper bead portion 64 and the lower bead portion 66 are symmetrical with respect to the center line in the longitudinal direction of the overhang portion 62B when viewed from the vehicle width direction. Only that will be described.

  The upper bead portion 64 bulges from the upper wall portion 62B2 to the vehicle upper side, and is formed at a plurality of locations along the longitudinal direction of the overhang portion 62B. Specifically, the upper bead portion 64 is spaced a predetermined distance from both longitudinal end portions of the upper wall portion 62B2 and the longitudinal center portion of the upper wall portion 62B2 to the longitudinal end portion side of the upper wall portion 62B2. It is arranged in a total of four places. The upper bead portion 64 has a trapezoidal shape along the upper edge portion of the side wall portion 62B1 while being widened toward the center portion in the short side direction of the overhang portion 62B when viewed from the vehicle width direction. The configuration of the four upper bead portions 64 is symmetric with respect to the center line in the short direction of the overhang portion 62B.

  The sensing BKT 62 configured as described above is attached in the vicinity of the end portion of the impact beam 48 on the vehicle rear side, and is located on the vehicle rear side with respect to the center portion of the outer panel 38 when viewed from the vehicle width direction. It is arranged on the lower side.

(Operation and effect of this embodiment)
Next, the operation and effect of this embodiment will be described.

  First, the control flow of the side airbag device 60 will be outlined with reference to FIG. FIG. 4 shows an example of a control flow by the airbag ECU 54. When this control flow is started, in step S1, it is determined whether or not the detection value of the pressure sensor 53 (pressure in the internal space 44) is equal to or greater than a threshold value. If it is determined that it is smaller than the threshold value, the process proceeds to step S5, and the side airbag device 60 is deactivated (not activated). On the other hand, when it determines with more than a threshold value, it progresses to step S2 and step S3.

  In step S2, it is determined whether or not the detection value of the first acceleration sensor 56 (acceleration of the center pillar 26) is equal to or greater than a threshold value. If it is determined that the value is smaller than the threshold value, the process proceeds to step S5 and the side airbag device 60 is deactivated. On the other hand, when it determines with more than a threshold value, it progresses to step S4 and the airbag apparatus 60 for side collisions is operated.

  In step S3, it is determined whether or not the detection value of the second acceleration sensor 58 (acceleration of the floor panel 16) is equal to or greater than a threshold value. If it is determined that the value is smaller than the threshold value, the process proceeds to step S5 and the side airbag device 60 is deactivated. On the other hand, when it determines with more than a threshold value, it progresses to step S4 and the airbag apparatus 60 for side collisions is operated.

  That is, the airbag ECU 54 detects the side collision airbag device when the detected value of the pressure sensor 53 is equal to or greater than the threshold value and one of the first acceleration sensor 56 and the second acceleration sensor 58 is equal to or greater than the threshold value. 60 is actuated. Then, after the side collision airbag device 60 is actuated, the control flow ends.

  Next, load transmission at the time of a side collision when the vehicle side door structure according to the present embodiment is applied will be described. In the present embodiment, as shown in FIG. 1, an outer panel 38 extending in the vehicle up-down direction and the vehicle front-rear direction constitutes a portion of the side door 34 on the outer side in the vehicle width direction. Further, an inner panel 40 extending in the vehicle up-down direction and the vehicle front-rear direction constitutes a portion of the side door 34 on the inner side in the vehicle width direction. An inner space 44 is formed by the outer panel 38 and the inner panel 40, and an impact beam 48 is disposed on the outer panel 38 side of the inner space 44. The impact beam 48 is formed in a straight tubular shape extending in the longitudinal direction of the vehicle, and both end portions in the longitudinal direction are fixed to the inner panel 40. Therefore, when a local collision load is input to the outer panel 38 of the side door 34, the outer panel 38 is pressed and deformed, and the collision load is input to the impact beam 48 via the outer panel 38. The collision load input to the impact beam 48 is transmitted to the inner panel 40 from both longitudinal ends of the impact beam 48.

  By the way, if there is a gap between the outer panel 38 and the impact beam 48, a time difference is generated between the start of deformation of the outer panel 38 and the start of deformation of the impact beam 48, and transmission of the collision load to the inner panel 40 may be delayed. It is done. When the first acceleration sensor 56 or the second acceleration sensor 58 that detects a side collision is disposed on the inner panel 40 or a constituent member of the vehicle body 12 to which a load is transmitted from the inner panel 40, It is preferable that the collision load is transmitted earlier.

  Here, in this embodiment, the sensing BKT 62 projecting from the impact beam 48 toward the outer panel 38 is provided on the impact beam 48. For this reason, when a local collision load is input to the outer panel 38, the collision load is transmitted from the outer panel 38 to the impact beam 48 at an early stage while the deformation amount of the outer panel 38 is small by the extent that the sensing BKT 62 protrudes. can do. As a result, as compared with the case where the sensing beam BKT 62 is not provided in the impact beam 48, the time required for transmitting the load from the outer panel 38 to the inner panel 40 can be shortened. Therefore, in this embodiment, when a local collision load is input to the side door 34, the collision load can be transmitted to the first acceleration sensor 56 (or the second acceleration sensor 58) earlier.

  Further, in the present embodiment, the sensing BKT 62 is disposed on the vehicle rear side with respect to the vehicle front-rear direction center portion of the outer panel 38 in the vehicle side view. For this reason, when a local collision load is input to the vehicle rear side of the vehicle front-rear direction center portion of the outer panel 38 in a side view of the vehicle, the deformation amount of the portion of the outer panel 38 on the vehicle rear side is small. A collision load can be transmitted from the outer panel 38 to the impact beam 48.

  By the way, when the occupant is small, the distance between the outer panel 38 of the side door 34 and the occupant is secured, and it is relatively easy to secure the time available for deploying the side airbag. It becomes. On the other hand, when the occupant is large, it is difficult to secure the distance between the outer panel 38 of the side door 34 and the occupant, and it is possible to secure time available for deploying the side airbag. Can be difficult. In many cases, the seat position of the large occupant is located on the vehicle rear side of the seat position of the small occupant.

  Here, in this embodiment, as described above, when a local collision load is input to the vehicle rear side of the vehicle front-rear direction center portion of the outer panel 38 in a side view of the vehicle, the outer panel 38 transmits the impact beam 48 to the impact beam 48. It is easy to transmit collision load. For this reason, even when a large occupant is in the vehicle, it is possible to secure a time available for deploying the side airbag.

  In the present embodiment, the first acceleration sensor 56 is disposed on the center pillar 26, and the first acceleration sensor 56 detects a collision load transmitted from the sensing BKT 62 to the center pillar 26 via the inner panel 40. It becomes. By the way, when a collision load is input to the center pillar 26, from the viewpoint of the deformation amount of the center pillar 26 in the vehicle width direction, a portion of the center pillar 26 on the vehicle upper side is easily affected by the collision load. The base portion of 26 is not easily affected by the collision load. That is, in the present embodiment, the collision load from the outer panel 38 of the side door 34 to the first acceleration sensor 56 disposed on the center pillar 26 is provided by providing the sensing BKT 62 at a position below the vehicle of the center pillar 26 described above. The transmission efficiency can be ensured. Therefore, in the present embodiment, the side airbag can be stably deployed regardless of whether the occupant is small or large, and the first acceleration sensor 56 disposed in the center pillar 26 can be quickly installed. It is possible to transmit a collision load to.

  Further, in the present embodiment, the outer panel 38 of the side door 34 is curved so that the center part in the vehicle front-rear direction is convex outward in the vehicle width direction, and the design surface curved to the side door 34 by the outer panel 38 is It is formed. Further, the projecting amount δ of the sensing BKT 62 from the impact beam 48 to the outer panel 38 increases toward the vehicle front-rear direction center of the outer panel 38. Therefore, the overhang amount δ of the sensing BKT 62 can be made to correspond to the shape of the outer panel 38. As a result, in the present embodiment, it is possible to achieve both the early transmission of the collision load to the first acceleration sensor 56 (and the second acceleration sensor 58) and the securing of the design of the side door 34.

  In addition, in this embodiment, the sensing BKT 62 includes a side wall portion 62B1, an upper wall portion 62B2, and a lower wall portion 62B3, and is U-shaped that is opened inward in the vehicle width direction in a cross-sectional view as viewed from the vehicle front-rear direction. The impact beam 48 extends in the longitudinal direction. For this reason, the rigidity of the sensing BKT 62 against the collision load input to the side door 34 is ensured.

  Here, in the present embodiment, an upper bead portion 64 is formed on the upper wall portion 62B2 of the sensing BKT 62 so as to bulge upward on the vehicle and along the upper edge portion of the side wall portion 62B1. On the other hand, a lower bead portion 66 is formed in the lower wall portion 62B3 of the sensing BKT 62 so as to bulge downward on the vehicle and along the lower edge portion of the side wall portion 62B1. For this reason, the sensing BKT 62 is reinforced by the upper bead portion 64 and the lower bead portion 66. As a result, the deformation of the sensing BKT 62 (of the cross section viewed from the vehicle front-rear direction) when the sensing BKT 62 receives a collision load is suppressed.

  Here, the behavior of the sensing BKT 62 when a local collision load is input to the side door 34 will be specifically described with reference to FIGS. 5 and 6. 5A, FIG. 5B, FIG. 5C, and FIG. 5D are the same as FIG. 6A, FIG. 6B, FIG. 6C, and FIG. This corresponds to the state (D). As shown in FIGS. 5A and 6A, when a local collision load is input to the side door 34 by the collision body 68, the outer panel 38 is first pressed and deformed by the collision body 68. . Then, as shown in FIGS. 5B and 6B, a collision load is input from the collision body 68 to the sensing BKT 62 via the outer panel 38. At this time, as shown in FIGS. 5C and 6C, the sensing BKT 62 is pressed by the collision body 68 so that the interval between the upper wall portion 62B2 and the lower wall portion 62B3 is widened. While being deformed, the side wall 62B1 is also deformed to bend inward in the vehicle width direction. However, the arrangement state of the upper wall portion 62B2 and the lower wall portion 62B3 keeps a parallel state with respect to the state before the collision. Then, as shown in FIGS. 5D and 6D, the entire sensing BKT 62 is bent and deformed so as to protrude inward in the vehicle width direction together with the impact beam 48 when a collision load is input. Therefore, in this embodiment, the transmission efficiency of the load from the outer panel 38 to the impact beam 48 can be improved.

<Supplementary explanation of the above embodiment>
(1) In the above-described embodiment, the main sensor is the pressure sensor 53, and the first acceleration sensor 56 and the second acceleration sensor 58 are safing sensors. However, the present invention is not limited to this. For example, without providing the pressure sensor 53, the first acceleration sensor 56 may be a main sensor and the second acceleration sensor 58 may be a safing sensor. Further, instead of the pressure sensor 53, the first acceleration sensor 56 is disposed on the inner panel 40 of the side door 34 to be a main sensor, and the second acceleration sensor 58 is disposed on the pillar inner 32 of the center pillar 26 to provide a safing sensor. It is good also as a structure. Furthermore, the main sensor may be the pressure sensor 53, and one of the first acceleration sensor 56 and the second acceleration sensor 58 may be a safing sensor. In addition, the configuration of operating the side airbag device 60 when the detection value of the first acceleration sensor 56 and the detection value of the second acceleration sensor 58 are both equal to or greater than the threshold without disposing the pressure sensor 53. It is good. The first acceleration sensor 56 and the second acceleration sensor 58 are not limited to those described above, and various detection methods can be employed.

  (2) In the above-described embodiment, the case where the vehicle side door structure according to the present embodiment is applied to the left side door 34 in the vehicle width direction is shown as an example. The vehicle side door structure according to the present embodiment can be applied.

  (3) Further, in the above-described embodiment, the cross-sectional shape of the overhang portion 62B of the sensing BKT 62 is a U-shape that is opened inward in the vehicle width direction, but various cross-sectional shapes such as an arc shape and a V-shape are possible. It is also possible to apply. Moreover, when sufficient rigidity is securable only by the overhang | projection part 62B, it is good also as a structure which does not provide the upper bead part and the 64 lower bead part 66. FIG. In addition, the arrangement position of the sensing BKT 62 is not limited to the above-described position, and can be appropriately changed according to the vehicle type and the like.

  (4) In addition, in the embodiment described above, the impact beam 48 is formed in a circular tube shape, but the impact beam 48 may be formed of a square pipe or the like.

  (5) In addition, in the above-described embodiment, the first acceleration sensor 56 is attached to the pillar inner 32 of the center pillar 26. However, when the first acceleration sensor 56 and the center pillar 26 are also part of the present invention. The present invention can be understood as a vehicle body side structure. Similarly, when the second acceleration sensor 58 and the floor panel 16 are part of the present invention, the present invention can be understood as a vehicle body structure.

DESCRIPTION OF SYMBOLS 10 Vehicle 34 Side door 38 Outer panel 40 Inner panel 44 Internal space 48 Impact beam 62 Sensing bracket 62B1 Side wall part 62B2 Upper wall part 62B3 Lower wall part 64 Upper bead part 66 Lower bead part δ Overhang amount

Claims (3)

An outer panel constituting a portion of the side door in the vehicle width direction and extending in the vehicle vertical direction and the vehicle front-rear direction;
An inner panel that constitutes a portion of the side door in the vehicle width direction and extends in the vehicle vertical direction and the vehicle front-rear direction and forms an internal space with the outer panel;
An impact beam configured in a straight tubular shape extending in the longitudinal direction of the vehicle and disposed on the outer panel side in the internal space, and having both longitudinal ends fixed to the inner panel;
A sensing bracket provided on the impact beam and projecting from the impact beam toward the outer panel;
I have a,
The outer panel is curved such that the vehicle front-rear center portion is convex outward in the vehicle width direction,
The amount of protrusion of the sensing bracket from the impact beam to the outer panel increases toward the vehicle longitudinal direction center of the outer panel.
Side door structure for vehicles. The sensing bracket is disposed on the vehicle rear side and the vehicle lower side with respect to the center portion of the outer panel in a side view of the vehicle.
The vehicle side door structure according to claim 1. The sensing bracket includes a side wall portion facing the outer panel and extending in a longitudinal direction of the impact beam, and an upper wall portion extending inward in the vehicle width direction from a peripheral portion on the vehicle upper side of the side wall portion. And a lower wall portion extending inward in the vehicle width direction from a peripheral portion on the vehicle lower side of the side wall portion,
The upper wall portion is formed with an upper bead portion that bulges upward in the vehicle and extends along the upper edge portion of the side wall portion, and the lower wall portion bulges downward in the vehicle and has a lower edge of the side wall portion. A lower bead portion is formed along the portion,
The vehicle side door structure according to claim 1 or 2 .

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