WO2023189863A1 - Structure de fixation de barre d'impact - Google Patents

Structure de fixation de barre d'impact Download PDF

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Publication number
WO2023189863A1
WO2023189863A1 PCT/JP2023/011033 JP2023011033W WO2023189863A1 WO 2023189863 A1 WO2023189863 A1 WO 2023189863A1 JP 2023011033 W JP2023011033 W JP 2023011033W WO 2023189863 A1 WO2023189863 A1 WO 2023189863A1
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WO
WIPO (PCT)
Prior art keywords
impact bar
vehicle
inner panel
bracket
width direction
Prior art date
Application number
PCT/JP2023/011033
Other languages
English (en)
Japanese (ja)
Inventor
大輔 岩永
Original Assignee
三菱自動車工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱自動車工業株式会社 filed Critical 三菱自動車工業株式会社
Publication of WO2023189863A1 publication Critical patent/WO2023189863A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors

Definitions

  • the present invention relates to an impact bar mounting structure.
  • the impact bar cannot sufficiently absorb the collision load at the initial stage of the collision, and there is room for improvement in terms of improving the occupant protection function.
  • the present invention was developed in view of the above circumstances, and its purpose is to enable the impact bar to sufficiently absorb the collision load during a side collision from the initial stage to the final stage of the collision, and to maintain the occupant protection function. It is an object of the present invention to provide a mounting structure for an impact bar that is advantageous in terms of improving performance.
  • an embodiment of the present invention provides a side door of a vehicle including an inner panel, an outer panel, and an impact bar extending in the longitudinal direction of the vehicle and attached to the inner panel.
  • One end in the front-rear direction is attached to the inner panel via a first bracket and a second bracket, and the first bracket is attached to a first attachment part attached to the inner panel and to the impact bar.
  • the second bracket includes a second mounting part and a connecting part extending in the longitudinal direction of the vehicle and connecting the first mounting part and the second mounting part in a substantially straight line, and the second bracket has a third mounting part attached to the inner panel.
  • the first bracket when a side collision occurs in a vehicle, the first bracket can receive the initial load transmitted through the impact bar.
  • the second bracket is deformed so that the curved part is stretched, so a large load is not input to the joint between the third attachment part of the second bracket and the inner panel, and the third attachment part and the inner panel are connected to each other. Breaking of the joint is suppressed. Therefore, even if the joint between the first mounting part and the inner panel breaks during the final stage of the collision, the second bracket is connected to the inner panel at the third mounting part, so the input to the impact bar will not occur.
  • a collision load can be taken by the second bracket. Therefore, the collision load caused by the impact bar during a side collision can be sufficiently absorbed from the initial stage to the final stage of the collision, which is advantageous in improving the occupant protection function.
  • FIG. 2 is a side view of the door inner panel of the front side door to which the impact bar mounting structure of the first embodiment is applied, viewed from the outside in the vehicle width direction.
  • FIG. 2 is a side view of the impact bar mounting structure of the first embodiment, viewed from the outside in the vehicle width direction.
  • 3 is a sectional view taken along line AA in FIG. 2.
  • FIG. FIG. 2 is a perspective view of the impact bar mounting structure of the first embodiment viewed from inside in the vehicle width direction.
  • FIG. 7 is a side view of the impact bar mounting structure according to the second embodiment, viewed from the outside in the vehicle width direction. 6 is a sectional view taken along line AA in FIG. 5.
  • FIG. FIG. 7 is a perspective view of the impact bar mounting structure according to the second embodiment, viewed from inside in the vehicle width direction.
  • the symbol FR indicates the front in the longitudinal direction of the vehicle
  • the symbol IN indicates the inside in the vehicle width direction
  • the symbol OUT indicates the outside in the vehicle width direction
  • the symbol UP indicates the top of the vehicle.
  • a side door 10 of a vehicle is a front side door that opens and closes an entrance on the side of the driver's seat or the passenger seat.
  • the present invention is of course applicable to rear side doors and the like.
  • the side door 10 has a door inner panel 12 located on the inside in the vehicle width direction, and is arranged on the outside of the door inner panel 12 in the vehicle width direction, and its periphery is joined to the door inner panel 12.
  • a door outer panel 14 is provided.
  • the door inner panel 12 includes an inner panel body 1202, a front wall portion 1204 (vertical wall portion) that stands up from the front edge of the inner panel body 1202 toward the outside of the vehicle, and a It includes a flange portion 1206 (lateral wall portion) extending toward the front of the vehicle from the outer end in the width direction.
  • the side door 10 opens and closes a door opening on the side of the vehicle body through door hinges 16A and 16B attached to hinge attachment portions provided at the upper and lower portions of the front wall portion 1204 of the door inner panel 12, respectively. It is swingably mounted.
  • An impact bar 18 is provided at the bottom of the side door 10 to protect an occupant by receiving a collision load during a side collision.
  • the impact bar 18 is provided so as to extend over substantially the entire length of the side door 10 along the longitudinal direction of the vehicle.
  • the impact bar 18 has a hollow pipe shape made of a metal material.
  • the rear end of the impact bar 18 is attached to the inner panel body 1202 via a rear bracket 19.
  • the front end 18A of the impact bar 18 is attached to the vehicle front end portion of the door inner panel 12, specifically, the portion where the lower door hinge 16B of the door inner panel 12 is attached (the hinge attachment portion). (nearby) via a first bracket 20 and a second bracket 22.
  • the first bracket 20 is made of sheet metal and includes a first inner panel mounting part (first mounting part) 24, a first connection part 26, a first impact bar mounting part (second mounting part) )28.
  • the first inner panel attachment portion 24 is a portion attached to the flange portion 1206 of the door inner panel 12, and has a substantially flat plate shape.
  • the first inner panel attachment portion 24 is joined to the flange portion 1206 of the door inner panel 12 by spot welding at a plurality of locations spaced apart in the vertical direction.
  • the first inner panel attachment portion 24 wraps around the lower hinge attachment portion in the vehicle width direction.
  • the symbol * indicates a welding location.
  • the first connecting portion 26 extends in a substantially straight line and inclines inward in the vehicle width direction toward the rear of the vehicle.
  • the vehicle front end of the first connecting portion 26 is continuously connected to the vehicle rear end of the first inner panel attachment portion 24 via a curved portion 40 .
  • the vehicle rear end of the first connection portion 26 is continuously connected to the first impact bar attachment portion 28 .
  • the first impact bar attachment portion 28 is a location where the front end 18A of the impact bar 18 is attached.
  • the first impact bar attachment part 28 is continuously connected to the vehicle rear end of the first connection part 26 via a curved part, extends in the vehicle longitudinal direction, and is located inside the impact bar 18 in the vehicle width direction. Welded to 18.
  • the first bracket 20 is provided with a pair of ribs 30 and 32 that protrude outward in the vehicle width direction and extend in the vehicle longitudinal direction, spaced apart in the vehicle vertical direction.
  • the rib on the upper side of the vehicle will be referred to as the upper rib 30, and the rib on the lower side will be referred to as the lower rib 32.
  • the upper rib 30 and the lower rib 32 extend from the first inner panel attachment portion 24 to the first impact bar attachment portion 28.
  • a portion between the upper rib 30 and the lower rib 32 is a recess that is recessed inward in the vehicle width direction from a portion 36 above the upper rib 30 and a portion 38 below the lower rib 32. 44.
  • the recess 44 is formed by a bottom 4402 that extends in the vehicle vertical direction, and a pair of side surfaces 4404 that stand up from the top and bottom ends of the bottom 4402 to extend in the vehicle width direction and are connected to the upper rib 30 and the lower rib 32, respectively.
  • Impact bar 18 is welded to a pair of side surfaces 4404.
  • the second bracket 22 is disposed inside the first bracket 20 in the vehicle width direction, and supports the impact bar 18 together with the first bracket 20.
  • the second bracket 22 includes a second inner panel attachment portion (third attachment portion) 46, a second connection portion 48, and a second impact bar attachment portion (fourth attachment portion) 50.
  • the second inner panel attachment portions 46 are attached to the front wall portion 1204, and are provided in pairs at intervals in the vertical direction.
  • the pair of second inner panel attachment portions 46 are attached to the lower side of the front wall portion 1204 adjacent to the hinge attachment portion so as to sandwich the lower hinge attachment portion between the upper and lower sides.
  • the second connection portion 48 is provided between the second inner panel attachment portion 46 and the second impact bar attachment portion 50, and the second connection portion 48 is provided between the second inner panel attachment portion 46 and the second impact bar attachment portion 50. This is the location where the mounting portion 50 is connected.
  • the second connecting portion 48 has a curved portion 52 that extends in the vehicle longitudinal direction and is curved in the vehicle width direction.
  • the curved portion 52 includes a first curved portion 54 located on the second inner panel attachment portion 46 side and a second curved portion 56 located on the second impact bar attachment portion 50 side.
  • the first curved portion 54 is located further forward of the vehicle than the front end of the impact bar 18 .
  • the second curved portion 56 is located within the range of the impact bar 18 in the vehicle longitudinal direction.
  • the first curved portion 54 includes a vertical plate portion 5402 (first plate portion) extending toward the rear of the vehicle from the second inner panel attachment portion 46, and a horizontal plate portion 5404 extending outward in the vehicle width direction from the vehicle rear end of the vertical plate portion 5402. (second plate part), and the first curved part 54 has a convex shape inward in the vehicle width direction. As shown in FIG. 4, a notch 5406 that is open toward the front of the vehicle is formed in the vertically intermediate portion of the front edge of the vertical plate portion 5402.
  • the pair of second inner panel attachment parts 46 are connected to the front edge of the vertical plate part 5402 located above and below the cutout part 5406 via a curved part.
  • the vertical plate portions 5402 located above and below the cutout portion 5406 are vertically inclined so as to move away from the vertical center of the second connecting portion 48 toward the front of the vehicle.
  • the rear end of the vertical plate portion 5402 is connected to the horizontal plate portion 5404 via a curved portion. As shown in FIG. 3, the horizontal plate portion 5404 is arranged at a position where it overlaps the front end 18A of the impact bar 18 in the vehicle width direction.
  • the second curved portion 56 is provided in a convex shape inward in the vehicle width direction, and is provided at a distance from the first curved portion 54 toward the rear of the vehicle. That is, the second connecting portion 48 has an intermediate plate portion 4802 that extends toward the rear of the vehicle from the outer end in the vehicle width direction of the horizontal plate portion 5404, and the vehicle front end of the second curved portion 56 connects to the intermediate plate through the curved portion. It is connected to the rear end of section 4802. Further, the vehicle rear end of the second curved portion 56 is connected to the second impact bar attachment portion 50 via the curved portion. The height of the second curved portion 56 projecting inward in the vehicle width direction from the intermediate plate portion 4802 is smaller than the height of the first curved portion 54 projecting from the intermediate plate portion 4802.
  • the second impact bar attachment portion 50 is a portion that is attached to the impact bar 18, and has a flat, substantially rectangular plate shape.
  • the second impact bar mounting portion 50 is overlapped with the bottom portion 4402 of the recess 44 of the first impact bar mounting portion 28 from the inside in the vehicle width direction, and is joined by spot welding. Thereby, the second impact bar attachment portion 50 is attached to the impact bar 18 via the first bracket 20.
  • the collision load is input to the impact bar 18 via the door outer panel 14, and the impact bar 18 deforms inward in the vehicle width direction.
  • a collision load is transmitted from the front end 18A of the bracket 18 to the first bracket 20.
  • the first bracket 20 is deformed so as to extend inward in the vehicle width direction, and when the first bracket 20 eventually reaches a stage where it is fully extended, the joint between the first inner panel mounting portion 24 and the flange portion 1206 breaks due to the collision load.
  • the collision load input to the impact bar 18 is also transmitted to the second bracket 22 from the front end 18A of the impact bar 18.
  • the curved portion 52 deforms so as to extend inward in the vehicle width direction, so that the collision load input to the joint between the second inner panel mounting portion 46 and the front wall portion 1204 is reduced. It is absorbed by the curved portion 52. Therefore, breakage of the joint between the second inner panel attachment portion 46 and the front wall portion 1204 is suppressed. Therefore, since the front end 18A of the impact bar 18 remains supported by the second bracket 22, even if the joint between the first inner panel mounting portion 24 and the flange portion 1206 breaks, a side impact caused by the impact bar 18 may occur. This is advantageous in improving the protection function for occupants, as the collision load at the time of the collision can be sufficiently absorbed. Note that since the first bracket 20 can receive the collision load at the initial stage of the collision, the collision load can be sufficiently absorbed from the early stage of the collision.
  • the first curved portion 54 of the curved portion 52 has a vertical plate portion 5402 extending in the vehicle longitudinal direction and a horizontal plate portion 5404 extending in the vehicle width direction, and the horizontal plate portion 5404 has an impact bar. It overlaps the front end 18A of 18 in the vehicle width direction. Therefore, in the event of a side collision, the first bracket 20 is deformed by receiving the load, and the horizontal plate portion 5404 can receive the load to some extent. Therefore, the collision load can be distributed and received by the first bracket 20 and the second bracket 22, and the state in which the front end 18A of the impact bar 18 is supported by the first bracket 20 and the second bracket 22 can be maintained more reliably. This is more advantageous for the impact bar 18 to absorb the impact load at the time of a side impact collision.
  • the curved portion 52 includes a first curved portion 54 located in front of the front end of the impact bar 18 when viewed from the vehicle width direction, and a second curved portion 54 located within the range of the impact bar 18 in the vehicle longitudinal direction. It has a curved portion 56. Therefore, when a collision load is input to the curved portion 52 during a side collision, the first curved portion 54 extends first, and then the second curved portion 56 extends. Therefore, the collision load input to the impact bar 18 during a side collision can be absorbed in two stages, and the load is less likely to concentrate on the second inner panel mounting portion 46. Therefore, the state in which the front end 18A of the impact bar 18 is supported by the second bracket 22 can be more reliably maintained, which is more advantageous for the impact bar 18 to absorb the collision load during a side collision.
  • the first inner panel mounting portion 24 of the first bracket 20 is welded to the surface of the flange portion 1206 facing in the vehicle width direction of the door inner panel 12, and the second inner panel attachment portion 24 of the second bracket 22 is The attachment portion 46 is joined to the surface of the front wall portion 1204 of the door inner panel 12 facing in the vehicle longitudinal direction. Therefore, the first inner panel attachment part 24 and the second inner panel attachment part 46 are welded in directions that are approximately 90 degrees different from each other, and one of the first inner panel attachment part 24 and the second inner panel attachment part 46 is welded. Even if a load is applied in a direction where one weld is likely to break, the other weld will be subjected to a load in a direction where it is difficult to break. This is more advantageous in absorbing loads.
  • first inner panel attachment portion 24 of the first bracket 20 and the second inner panel attachment portion of the second bracket 22 are provided in the vicinity of the hinge attachment portion to which the door hinge 16B of the door inner panel 12 is attached. 46 is located. Therefore, the first bracket 20 and the second bracket 22 are joined to a portion of the door inner panel 12 that is reinforced by the door hinge 16B. Therefore, the load transmitted from the first bracket 20 and the second bracket 22 can be more reliably received by the door inner panel 12, which is more advantageous for the impact bar 18 to absorb the impact load at the time of a side collision. .
  • the second embodiment is a modification of the first embodiment, in which the first bracket 60 is attached to a first inner panel attachment portion (first attachment portion) 64 attached to the inner panel and an impact bar 18.
  • the second bracket 62 has a second inner panel attachment part (third attachment part) 70 attached to the door inner panel 12 and a second impact bar attachment part (fourth attachment part) attached to the impact bar 18.
  • first bracket 60 and the second bracket 62 are different from those of the first embodiment.
  • the same parts and members as those in the first embodiment are denoted by the same reference numerals, and the explanation thereof will be omitted, and different parts will be mainly explained.
  • the first bracket 60 has mounting flanges 76 provided above and below the rear end of the vehicle of the first impact bar mounting portion 28, and a second This embodiment differs from the first embodiment in that the upper and lower mounting pieces 78 of the second impact bar mounting portion 72 of the bracket 62 are fastened with bolts B and nuts N. As shown in FIGS. 5 and 7, the upper and lower mounting flanges 76 respectively protrude from the first impact bar mounting portion 68 in the vertical direction.
  • the second inner panel attachment portion 70 is joined by spot welding to a portion of the front wall portion 1204 adjacent to the inside in the vehicle width direction of the hinge attachment portion to which the door hinge 16B is attached.
  • the second connecting portion 71 has a curved portion 74 that is curved in the vehicle width direction.
  • the curved portion 74 includes a vertical plate portion 7402 (first plate portion) that extends from the second inner panel attachment portion 70 toward the rear of the vehicle and inward in the vehicle width direction, and a curved portion that connects to the vehicle rear end of the vertical plate portion 7402. and a horizontal plate portion 7404 (second plate portion) that is connected to the vehicle body and extends outward in the vehicle width direction.
  • the curved portion 74 has a convex shape inward in the vehicle width direction.
  • the second connecting portion 71 further includes an intermediate plate portion 80 that is connected to the outer end in the vehicle width direction of the horizontal plate portion 7404 via a curved portion and extends toward the rear of the vehicle.
  • the second impact bar attachment portion 72 includes a rear plate portion 82 continuous to the rear end of the intermediate plate portion 80, and upper and lower attachment pieces 78 connected to the upper and lower ends of the rear plate portion 82. , is equipped with.
  • the rear plate portion 82 is located at a location away from the first impact bar attachment portion 68 in the vehicle width direction.
  • the upper and lower mounting pieces 78 extend in the vehicle vertical direction and are inclined toward the outer side in the vehicle width direction, that is, toward the first impact bar mounting portion 68 side as they move away from the rear plate portion 82, and are fastened to the mounting flange 76 at their tips.
  • the second embodiment provides the same effects as the first embodiment, the second embodiment is slightly different from the first embodiment in the following points.
  • the collision load is input to the impact bar 18, so that the collision load is transmitted from the front end 18A of the impact bar 18 to the first bracket 60, and eventually the collision occurs.
  • the load causes the joint between the first inner panel mounting portion 64 and the flange portion 1206 to break.
  • the collision load input to the impact bar 18 is also transmitted from the impact bar 18 to the second bracket 62 via the mounting flange 76 of the first bracket 60. Further, the collision load is also transmitted to the second bracket 62 when the first impact bar mounting portion 68 of the first bracket 60 , which has been deformed inward in the vehicle width direction due to the collision load, comes into contact with the second bracket 62 . After the joint between the first inner panel mounting portion 64 and the flange portion 1206 is broken, the curved portion 74 of the second bracket 62 is deformed so as to extend inward in the vehicle width direction.
  • the collision load is also absorbed by the deformation of the pair of attachment pieces 78 of the second bracket 62, so that the second inner panel attachment portion 70 and the front wall portion Breaking of the joint with 1204 is suppressed. Therefore, since the front end 18A of the impact bar 18 remains supported by the second bracket 62, the impact load at the time of a side collision is absorbed by the impact bar 18, which is advantageous in improving the occupant protection function. Become.
  • the present embodiment has been described with reference to the case where the impact bar 18 is applied to the mounting structure at the front end of the vehicle, the present invention is of course also applicable to the mounting structure where the impact bar 18 is mounted at the rear end of the vehicle.
  • the curved portions 52 and 74 are convex toward the inside in the vehicle width direction, but the same effect can be obtained even if the curved portions 52 and 74 are convex toward the outside in the vehicle width direction.
  • the joint between the second inner panel attachment part 70 and the front wall part 1204 will be more likely to break when the curved parts 52 and 74 are fully extended. This is an advantage in that it is difficult to do.
  • Second bracket First inner panel mounting part (first mounting part) 26 First connection part (connection part) 28 First impact bar mounting part (second mounting part) 30 Upper rib 32 Lower rib 36 Point 38 Point 40 Curved portion 42 Intermediate side surface portion 44 Recessed portion 4402 Bottom portion 4404 Pair of side surfaces 46 Second inner panel attachment portion (third attachment portion) 48 Second connection part 4802 Intermediate plate part 50 Second impact bar attachment part (fourth attachment part) 52 Curved portion 54 First curved portion 5402 Vertical plate portion (first plate portion) 5404 Horizontal plate part (second plate part) 5406 Notch part 56 Second curved part 60 First bracket 62 Second bracket 64 First inner panel attachment part (first attachment part) 66 First connection part (connection part) 68 First impact bar attachment part (second attachment part) 70 Second inner panel mounting

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

Selon la présente invention, lorsqu'un côté d'un véhicule subit un impact, une charge d'impact est transmise à un premier support (20) à partir d'une extrémité avant (18A) d'une barre d'impact (18) tandis que la barre d'impact (18) est déformée vers l'intérieur dans le sens de la largeur d'un véhicule. Le premier support (20) est déformé de façon à s'étendre vers l'intérieur dans le sens de la largeur du véhicule, et lorsqu'il atteint un stade complètement étendu, un point de jonction entre une première partie de fixation de panneau interne (24) et une partie bride (1206) est rompu par la charge d'impact. Pendant ce temps, la charge d'impact entrée dans la barre d'impact (18) est également transmise à un second support (22) à partir de l'extrémité avant (18A) de la barre d'impact (18). Lorsque la charge d'impact est transmise au second support (22), une partie de courbure (52) est déformée de façon à s'étendre vers l'intérieur dans le sens de la largeur du véhicule. Par conséquent, la charge d'impact entrée dans un point de jonction entre une seconde partie de fixation de panneau interne (46) et une partie paroi avant (1204) est absorbée par la partie de flexion (52). Ainsi, la rupture du point de jonction entre la seconde partie de fixation de panneau interne (46) et la partie paroi avant (1204) est inhibée.
PCT/JP2023/011033 2022-03-30 2023-03-20 Structure de fixation de barre d'impact WO2023189863A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2022-054883 2022-03-30
JP2022054883 2022-03-30

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WO2023189863A1 true WO2023189863A1 (fr) 2023-10-05

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PCT/JP2023/011033 WO2023189863A1 (fr) 2022-03-30 2023-03-20 Structure de fixation de barre d'impact

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0665036U (ja) * 1993-02-26 1994-09-13 マツダ株式会社 自動車のドア構造
JPH08156588A (ja) * 1994-12-06 1996-06-18 Mazda Motor Corp 自動車のドア構造
JPH09175180A (ja) * 1995-12-25 1997-07-08 Toyota Autom Loom Works Ltd 自動車ドアのインパクトビーム支持構造
JP2005239075A (ja) * 2004-02-27 2005-09-08 Mazda Motor Corp 車両のサイドドア構造
JP2018114936A (ja) * 2017-01-20 2018-07-26 トヨタ自動車株式会社 車両用ドア

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0665036U (ja) * 1993-02-26 1994-09-13 マツダ株式会社 自動車のドア構造
JPH08156588A (ja) * 1994-12-06 1996-06-18 Mazda Motor Corp 自動車のドア構造
JPH09175180A (ja) * 1995-12-25 1997-07-08 Toyota Autom Loom Works Ltd 自動車ドアのインパクトビーム支持構造
JP2005239075A (ja) * 2004-02-27 2005-09-08 Mazda Motor Corp 車両のサイドドア構造
JP2018114936A (ja) * 2017-01-20 2018-07-26 トヨタ自動車株式会社 車両用ドア

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