JP6512399B2 - Vehicle door structure - Google Patents

Description

  The present invention relates to a door structure of a vehicle provided with a collision determination device that determines a collision state of the vehicle.

  2. Description of the Related Art Conventionally, there are vehicles equipped with a passenger protection device, for example, an airbag device, for protecting a passenger in the event of a collision. There are various air bag devices corresponding to various collision modes. For example, when a vehicle makes a side collision, the air bag is deployed and inflated between the occupant and a side vehicle body member (for example, a side door) to make a seat It protects the side portion of the seated occupant.

  Moreover, such an airbag apparatus is comprised so that an airbag may be expand | deployed based on the determination result by the collision determination apparatus mounted in the vehicle.

  The collision determination device includes, for example, a pressure detection unit that detects the pressure in the space between the outer panel and the inner panel that constitute the door of the vehicle, and determines the collision state based on the detection result of the pressure detection unit. There is. Specifically, when the pressure detected by the pressure detection unit exceeds a predetermined pressure (determination threshold), it is determined that a collision state in which the air bag needs to be deployed is determined (for example, Patent Document 1) reference).

JP, 2014-46862, A

  In order to properly protect the occupant in the event of a collision, it is preferable to operate the occupant protection system early, for example, to deploy the airbag early, for which the collision determination device needs to deploy the airbag in a collision state. It is necessary to determine early whether there is any

  As described above, when the collision state is determined based on the pressure change, the pressure detection unit enhances the sealing property of the space in which the pressure is detected and accelerates the pressure increase at the collision, so that the collision state expands the airbag. It can be determined early whether or not it is necessary to

  However, if the air tightness of the space is enhanced, the pressure in the space is likely to increase, so the space rises above the threshold even when it is not necessary to deploy the airbag, and the airbag is deployed. There is a risk that it may be determined that a collision condition is required.

  The present invention has been made in view of such circumstances, and it is an object of the present invention to provide a door structure of a vehicle capable of performing determination of a collision state by a collision determination device early and accurately.

The first aspect of the present invention for solving the above-mentioned problems has a pressure detection unit for detecting the pressure of the space formed by the outer panel and the inner panel constituting the door of the vehicle, based on the detection result of the pressure detection unit. A vehicle door structure provided with a collision determination device for determining a collision state, the through hole formed in the inner panel, the hole closing member provided so as to be able to seal the through hole in the space, and A holding member for holding the hole closing member in a state in which a gap is secured between the inner panel and the cylinder, a cylinder provided between the hole closing member and the outer panel, in which a viscous fluid is enclosed, and the cylinder possess a piston which is relatively movable in the vehicle width direction inner, and a damper member provided with, a collision of the vehicle, movement of the piston in response to the collision speed by the viscous fluid Is regulated, the impact is transmitted to the member closing said hole through said damper member from said outer panel, and the hole closing member is moved to said inner panel of a vehicle, wherein the through hole is closed It is in the door structure.

  In the first aspect, normally (when no collision occurs), the through holes are opened, so the sealing performance of the space formed by the outer panel and the inner panel is relatively low. In this state, for example, when a collision with a relatively high collision speed occurs, such as a collision with a traveling vehicle, the movement of the damper member is restricted. That is, the movement of the piston is restricted by the viscous fluid in the cylinder. Therefore, the impact due to the collision is transmitted to the hole closing member held by the holding member via the damper member, and the hole closing member moves to the inner panel against the holding force of the holding member. As a result, the through hole is closed by the hole closing member, and the sealing property of the space is enhanced. Therefore, when a collision occurs that has a relatively high collision velocity, the pressure in the space rises early, and the pressure in the space early exceeds the threshold.

  On the other hand, when a collision with a relatively low collision speed occurs, such as a collision with a bicycle, for example, the movement of the piston is not so restricted by the viscous fluid, and the piston moves in the cylinder. That is, the shock due to the collision is damped by the damper member. Therefore, a large impact is not transmitted to the hole closing member, and the through hole is held in the open state without being closed by the hole closing member. That is, the tightness of the space is maintained low. Therefore, the rate of increase in pressure in the space is relatively slow, and the increase in pressure in the space beyond the threshold is suppressed. Therefore, the collision state can be accurately determined based on the detection result of the pressure detection unit.

  According to a second aspect of the present invention, in the door structure of the vehicle according to the first aspect, the hole closing member is formed of a rectangular plate-like member, and the holding members are provided at both end portions in the vertical direction of the hole closing member. Vehicle door structure characterized by

  According to a third aspect of the present invention, in the door structure of the vehicle of the second aspect, the hole closing member and the holding member are integrally formed, and a boundary portion between the hole closing member and the holding member is fragile. A vehicle door structure characterized in that a part is provided.

  According to a fourth aspect of the present invention, in the door structure of the vehicle of the second or third aspect, the hole closing member has a length in the front-rear direction of the vehicle longer than the holding member. It is in the door structure of the vehicle.

  In the second to fourth aspects, with a relatively simple structure, it is possible to appropriately determine whether the collision to the door is an impact that needs to activate the occupant protection device.

  A fifth aspect of the present invention is the door structure of a vehicle according to any one of the first to fourth aspects, wherein the viscous fluid is a material having dilatant characteristics.

  In the fifth aspect, as the viscous fluid, use is made of a material which has flexibility and high input load (the collision speed is high) when the input load is low (the collision speed is low). Thus, the opening and closing of the through hole can be controlled more properly.

  As described above, according to the door structure of the vehicle according to the present invention, the collision determination device can determine the collision state early and accurately.

It is a top view showing door structure of vehicles concerning one embodiment of the present invention. It is a sectional view showing the door structure of the vehicle concerning one embodiment of the present invention. It is a graph explaining transition of the pressure change rate at the time of a collision. It is an A arrow line view of FIG. 2, and is a schematic diagram which shows the positional relationship of the hole closing member and through-hole which concern on one Embodiment of this invention. It is a schematic perspective view which shows the hole closing member and holding member which concern on one Embodiment of this invention. It is a figure explaining operation of door structure of vehicles concerning one embodiment of the present invention. It is a figure explaining operation of door structure of vehicles concerning one embodiment of the present invention. It is a graph explaining transition of a pressure change rate at the time of a collision in a door structure of vehicles concerning one embodiment of the present invention.

    Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  As shown in FIGS. 1 and 2, the vehicle 1 is provided with a collision determination device 2 that determines a collision state, and an airbag device 3 as an occupant protection device. The airbag device 3 has an existing configuration, and thus the detailed description is omitted.

  The collision determination device 2 is configured of a pressure sensor 4 as a pressure detection unit and an ECU (Electronic Control Unit) 6 having a determination unit 5. The pressure sensor 4 is provided in the door 10 for getting on and off the vehicle in the present embodiment.

  The door 10 of the vehicle is made of a resin material or the like, a door panel 13 formed of an outer panel 11 which is an exterior member forming an outer plate of the vehicle, and an inner panel 12 which is an interior member disposed on the vehicle compartment side of the outer panel 11. And a door trim 14 disposed on the vehicle cabin side of the inner panel 12 and serving as a design surface. In the space 15 in the door panel 13, although not shown, a door window glass, a door lock system and the like are accommodated. The pressure sensor 4 is provided on the inner panel 12 to detect the pressure in the space 15.

  When a collision (side collision) of a vehicle occurs, the determination unit 5 determines a collision state based on the detection result of the pressure sensor 4. When the outer panel 11 is deformed due to a collision of the vehicle, the volume of the space 15 in the door panel 13 decreases. As the volume of the space 15 decreases, the pressure in the space 15 temporarily rises from atmospheric pressure. The pressure change in the space 15 is detected by the pressure sensor 4, and the determination unit 5 determines the collision state based on the detection result.

  In the present embodiment, the determination unit 5 calculates the pressure change rate in the space 15 from the detection result of the pressure sensor 4 and determines the collision state based on the transition of the pressure change rate. Specifically, when the pressure change rate in the space 15 exceeds a predetermined determination threshold, the determination unit 5 determines that the collision is the need to operate the airbag device 3 and a collision of the vehicle occurs. However, when the pressure change rate in the space 15 does not exceed the determination threshold value, it is determined that the collision is not required to operate the air bag device 3. The air bag device 3 is configured to operate when it is determined by the determination unit 5 that the collision is required to operate the air bag device 3. The pressure change rate referred to here is the ratio of the pressure in the space 15 which has risen due to the collision to the atmospheric pressure.

  FIG. 3 shows an example of the transition of the pressure change rate in the space 15 when a collision of a vehicle occurs. For example, in the case of a collision where the collision speed is relatively high, such as a collision with a traveling vehicle, the pressure change rate ΔP (t) in the space 15 is rapid after the collision as shown by the solid line in FIG. To a peak value .DELTA.P1 higher than a preset determination threshold .DELTA.Pa. In such a case, the determination unit 5 needs to operate the air bag device 3 at time Ta when the pressure change rate ΔP (t) in the space 15 reaches the determination threshold ΔPa in the process of rising to the peak value ΔP1. It is determined that there is a collision. That is, the air bag device 3 operates at time Ta.

  On the other hand, in the case of a collision where the collision speed is relatively slow, such as, for example, a collision with a bicycle, the pressure change rate ΔP (t) in the space 15 rises relatively slowly, as shown by the dotted line in FIG. The peak value ΔP2 is a value lower than the determination threshold ΔPa. In such a case, the determination unit 5 does not determine that the collision is required to operate the air bag device 3, and the air bag device 3 is not operated.

  That is, the determination threshold ΔPa is set to a value such that the pressure change rate does not exceed the determination threshold ΔPa in a collision in which the air bag device 3 does not need to be operated. The method of setting the determination threshold ΔPa is not particularly limited. For example, a collision test (ON requirement test) requiring actuation of the airbag device 3 and a collision test (OFF requirement test) requiring no actuation of the airbag device 3 , And based on these test results, set the value reached only by the ON requirement test as the judgment threshold ΔPa.

  Thus, the collision state can be accurately determined by determining the collision state based on the pressure change in the space 15. However, by adopting the vehicle door structure of the present invention described below, the collision can be determined. It is possible to determine the status earlier.

  As shown in FIGS. 1 and 2, in the present embodiment, a through hole 16 is provided in the inner panel 12 of the door 10 in the vehicle width direction. The through holes 16 communicate the space 15 in the door panel 13 formed by the outer panel 11 and the inner panel 12 with the space formed by the inner panel 12 and the door trim 14. The shape of the through hole 16 is not particularly limited, but in the present embodiment, the through hole 16 is formed in a substantially circular shape. Also, the position where the through hole 16 is provided is not particularly limited, but it is preferably on the front side as much as possible in the front-rear direction of the vehicle, and preferably on the lower side than the armrest provided on the door trim 14 of the door 10 in the vertical direction. . That is, it is preferable that the through hole 16 be provided at a position on the inner panel 12 that does not face the occupant seated on the seat.

  A hole closing member 17 is provided in the outer panel 11 side of the inner panel 12, that is, in the space 15 so as to seal the through hole 16. Specifically, as shown in FIG. 4, the hole closing member 17 is disposed at a position opposed to the through hole 16 in the vehicle width direction, and is formed to have a size capable of closing at least the through hole 16. In the present embodiment, the hole closing member 17 is formed such that the length in the front-rear direction of the vehicle is longer than the holding member 18. Furthermore, the hole closing member 17 is held by the holding member 18 in a state where a gap is secured between the hole closing member 17 and the inner panel 12 (through hole 16).

  In the present embodiment, the holding member 18 is integrally formed with the hole closing member 17. Specifically, as shown in FIG. 5, a hole closing member 17 formed of a substantially rectangular plate-like member, and a pair of holding members 18 provided at both end portions in the vertical direction of the hole closing member 17 It is integrally formed so that the cross section in the width direction is substantially U-shaped (see FIG. 2). The hole closing member 17 is held by the holding member 18 in such a state that a gap is secured between the hole closing member 17 and the inner panel 12. Therefore, the through hole 16 is open at the normal time, and the sealing property of the space 15 is low. It has become.

  Further, a damper member 19 is provided between the hole closing member 17 and the outer panel 11 across the vehicle width direction. The damper member 19 includes a cylinder 20 in which a viscous fluid is sealed, and a piston 21 provided so as to be relatively movable in the vehicle width direction in the cylinder 20. In the present embodiment, the cylinder 20 is fixed to the hole closing member 17 and the piston 21 is provided on the outer panel 11 side. The piston 21 need not be fixed to the outer panel 11, but may be fixed. The piston 21 may be fixed to an impact bar attached to the outer panel 11 at both ends in the longitudinal direction, which extends along the outer panel 11 in the longitudinal direction of the vehicle in the outer panel 11 and the inner panel 12 although not shown. Of course, the arrangement of the cylinder 20 and the piston 21 is not particularly limited, and the piston 21 may be provided on the hole closing member 17 side and the cylinder 20 may be arranged on the outer panel 11 side.

  In such a configuration, in a normal state (in a state where no collision occurs), since the through hole 16 is opened, the sealing property of the space 15 formed by the outer panel 11 and the inner panel 12 becomes relatively low. There is. In this state, for example, when a collision with a relatively high collision speed occurs, such as a collision with a running vehicle, the movement of the damper member 19 is restricted. That is, the movement of the piston 21 in the cylinder 20 is restricted by the viscous fluid in the cylinder 20. Therefore, the impact due to the collision is transmitted to the hole closing member 17 held by the holding member 18 via the damper member 19. As a result, the hole closing member 17 resists the holding force of the holding member 18, moves to the inner panel 12 with the inner surface of the holding member 18 as a guide, and the through hole 16 is closed.

  In the present embodiment, the boundary 22 between the hole closing member 17 and the holding member 18 is provided with a fragile portion such as a notch, for example, and a predetermined load is applied to the hole closing member 17 from the outer panel 11 via the damper member 19. And is supposed to be broken. When the impact due to the collision is transmitted to the hole closing member 17 as described above, as shown in FIG. 6, the boundary 22 between the hole closing member 17 and the holding member 18 is broken, and the hole closing member 17 is a through hole. The through hole 16 is closed by coming into close contact with the inner panel 12 at the periphery of 16. Specifically, as shown in FIG. 4, the inner panel 12 is provided with a receiving portion 12 a that receives the hole closing member 17 at the peripheral edge portion of the through hole 16. For this reason, the through hole 16 is closed by the hole closing member 17 contacting the inner panel 12 at the receiving portion 12a.

  Further, in the present embodiment, as described above, the length of the hole closing member 17 in the front-rear direction of the vehicle is formed longer than the holding member 18. The inner panel 12 facing the portion outside the holding member 18 of the hole closing member 17 also constitutes the receiving portion 12a. As described above, in the present embodiment, the area of the receiving portion 12 a in the front-rear direction of the vehicle is relatively wide. Therefore, even if the position of the hole closing member 17 is slightly deviated, the through hole 16 is reliably closed.

  The through hole 16 is provided below the lower end when the door window glass (not shown) provided in the door 10 is lowered to the lowermost position and stored in the door panel 13. As a result, the hole closing member 17 does not abut on the door window glass. Therefore, the through hole 16 can be reliably closed by the hole closing member 17 regardless of the position of the window glass.

  On the other hand, for example, when a collision with a relatively low collision speed occurs, such as a collision with a bicycle, the movement of the piston 21 in the cylinder 20 is not restricted so much by the viscous fluid, as shown in FIG. As shown, the piston 21 moves in the cylinder 20 to the hole closing member 17 side. That is, the impact due to the collision is attenuated by the damper member 19 and a large impact is not transmitted to the hole closing member 17. Therefore, the boundary 22 between the hole closing member 17 and the holding member 18 is not broken, and the through hole 16 is held open.

  FIG. 8 shows the transition of the pressure change rate in the configuration of the embodiment including the hole closing member 17 closing the through hole 16 and the transition of the pressure change rate in the configuration of the comparative example not including the hole closing member 17 closing the through hole 16 And FIG.

  When a collision with a relatively high collision speed occurs (solid line in the drawing), the through hole 16 is closed by the hole closing member 17 as described above in the configuration of the embodiment, and the sealing performance of the space 15 is enhanced (see FIG. 6). ). For this reason, as shown in FIG. 8, the pressure change rate ΔP (t) in the space 15 rises from a relatively early stage (time T1) and reaches the determination threshold ΔPa at time T2. In addition, since the sealing property of the space 15 is high, the peak value is also relatively high (ΔP3). On the other hand, in the configuration of the comparative example, since the through hole 16 remains open and the sealing performance in the space 15 is low, the pressure change rate ΔP (t) in the space 15 rises from time T3 later than time T1 and time The determination threshold ΔPa is reached at time T4 later than T2. The peak value is lower than that of the embodiment (ΔP4). As can be seen from this result, in the configuration of the embodiment, the rise of the pressure change rate ΔP (t) in the space 15 can be quickened compared to the configuration of the comparative example, and collision determination can be performed early. Therefore, the airbag apparatus 3 can be operated early.

  When a collision with a relatively low collision speed occurs (dotted line in the figure), the through hole 16 is held open in the configuration of the example as in the configuration of the comparative example (see FIG. 7). That is, in any configuration, the sealing property of the space 15 is kept relatively low. Therefore, the increase in pressure change rate ΔP (t) is suppressed, and for example, although it reaches the peak value (ΔP5) near time T5, the pressure change rate ΔP (t) never exceeds the determination threshold ΔPa, and the airbag device 3 will never work.

  The viscous fluid enclosed in the cylinder 20 exhibits a fluid property when a load is applied at a slow speed, and has a dilatant characteristic that becomes solidified when a load is applied at a high speed. It is preferable to use a material. Further, by using a material having a relatively high viscosity as the viscous fluid, the through hole 16 can be closed by the hole closing member 17 as described above.

  As mentioned above, although one embodiment of the present invention was described, the present invention is not limited to this embodiment. The present invention can be modified in various ways without departing from the scope of the invention.

  For example, the hole closing member and the holding member are not limited to the configuration of the above-described embodiment, and the through hole is closed by the hole closing member when a collision with a relatively high collision speed occurs. It should just be comprised. In particular, when the hole closing member or the like is provided at a position facing the impact bar, the impact at the time of the collision is absorbed by the impact bar first and then transmitted to the hole closing member via the damper member.

  Moreover, in the above-mentioned embodiment, although the structure by which the hole closing member and the holding member were integrally formed was illustrated, of course, these hole closing member and the holding member may be separately formed.

  In the above embodiment, although the configuration in which one through hole is formed in the inner panel has been described, a plurality of through holes are provided, and hole closing members, holding members, and damper members are provided corresponding to the respective through holes. May be

  In the above embodiment, an example in which the determination unit determines the collision state from the pressure change rate in the space of the door panel has been described. However, not the pressure change rate in the space but, for example, the collision state from the pressure value in the space Can also be determined.

Reference Signs List 1 vehicle 2 collision determination device 3 air bag device 4 pressure sensor 5 determination unit 10 door 11 outer panel 12 inner panel 13 door panel 14 door trim 15 space 16 through hole 17 hole closing member 18 holding member 19 damper member 20 cylinder 21 piston

Claims (5)

A door of a vehicle having a pressure detection unit for detecting a pressure in a space formed by an outer panel and an inner panel constituting a door of the vehicle and determining a collision state based on a detection result of the pressure detection unit. The structure,
Through holes formed in the inner panel;
A hole closing member provided to seal the through hole in the space;
A holding member for holding the hole closing member in a state where a gap is secured between the inner panel and the inner panel;
The damper member includes a cylinder provided between the hole closing member and the outer panel and having a viscous fluid sealed therein, and a piston provided in the cylinder so as to be relatively movable in the vehicle width direction. And
At the time of a collision of the vehicle, the movement of the piston is regulated by the viscous fluid according to the collision speed, and when an impact is transmitted from the outer panel to the hole closing member via the damper member, the hole closing member is the inner A vehicle door structure moving to a panel to close the through hole . In the vehicle door structure according to claim 1,
The vehicle door structure according to claim 1, wherein the hole closing member is a rectangular plate-like member, and the holding members are respectively provided at both end portions in the vertical direction of the hole closing member. In the vehicle door structure according to claim 2,
A door structure of a vehicle, wherein the hole closing member and the holding member are integrally formed, and a fragile portion is provided at a boundary portion between the hole closing member and the holding member. In the vehicle door structure according to claim 2 or 3,
The hole closing member has a vehicle front-rear length that is longer than the holding member. The door structure of a vehicle according to any one of claims 1 to 4.
A door structure of a vehicle, wherein the viscous fluid is a material having dilatant characteristics.

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