JP7088319B2 - Side structure of car and car - Google Patents

Description

The present invention relates to a side structure of an automobile and an automobile.
This application claims priority based on Japanese Patent Application No. 2019-004035 filed in Japan on January 15, 2019, the contents of which are incorporated herein by reference.

Conventionally, for example, Patent Document 1 below describes that a collision load input to the door impact bar is applied to the inner panel via a bracket with respect to the mounting structure of the door impact bar.

Japanese Patent Application Laid-Open No. 2016-88203

In order to ensure collision safety in the event of a collision with the side surface of an automobile, a shock absorbing member such as a door impact bar (door impact beam) is provided inside the door of the automobile. These shock absorbing members are installed so as to cross the door as described in Patent Document 1. The end of the shock absorbing member is fixed, and the shock absorbing member bends to absorb the shock. However, if the fixing of the end portion of the shock absorbing member is easily damaged, the performance of the shock absorbing member cannot be fully exhibited.

In the technique described in Patent Document 1, the bracket has a hat shape in which a plate material is bent, and is configured to receive a collision load from a door impact bar at a portion corresponding to a hat-shaped top plate portion. In such a configuration, the present inventors have found that if the hat-shaped vertical wall portion connected to the top plate portion is bent under a load, the load-bearing performance is significantly deteriorated.

In this way, when the end of the door impact bar is supported by a support member such as the bracket of Patent Document 1, if the strength of the support member is weak, the performance of the door impact bar is exhibited in the case of a side collision with the door. The door impact bar is pressed against the door inner panel without being used. As a result, the impact load cannot be sufficiently absorbed, and it is assumed that members such as the door impact bar and the door inner panel may invade the passenger compartment side.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a new and improved side structure of an automobile and an automobile having high shock absorption performance.

(1) The side structure of the automobile according to one aspect of the present invention includes a first shock absorbing member that traverses the inside of the automobile door, a second shock absorbing member arranged inside the automobile door, and a door inner panel. The second shock absorbing member is arranged between the first shock absorbing member and the door inner panel, and the first shock absorbing member and the second shock absorbing member are provided. The member, the door inner panel, and the vehicle frame member are on a straight line in the vehicle width direction, and the second shock absorbing member and the door inner panel have a pipe shape in which the axial direction is the vehicle width direction. The second shock absorbing member includes a first ridge line along the vehicle width direction, and the first shock absorbing member is on an extension of the first ridge line in the vehicle width direction. It is characterized by.
(2) In the side structure of the automobile according to (1) above, the second shock absorbing member includes two second ridges along the vehicle width direction, and the second ridge is between the second ridges. It may have a first ridgeline.
(3) In the side structure of the automobile according to (2) above, the first ridgeline may be a ridgeline protruding inward of the pipe shape.
(4) In the side structure of the automobile according to any one of (1) to (3) above, the second shock absorbing member includes a first wall and a second wall, and the first wall is provided. The wall and the second wall are part of the tube shape, and the first wall and the second wall are adjacent to the door inner panel, respectively, and the first wall and the second wall are adjacent to each other. The wall is flat, and the first surface extending the first wall and the second surface extending the second wall may intersect inside the automobile door.
(5) In the side structure of the automobile according to any one of (1) to (4) above, the second shock absorbing member and the door inner panel are used in a plan view perpendicular to the vehicle width direction. The maximum width of the configured closed cross section in the vehicle length direction may be larger than the width of the first shock absorbing member in the vehicle length direction.
(6) The automobile according to one aspect of the present invention includes the side structure of the automobile according to any one of (1) to (5) above.

According to the present invention, it is possible to provide an automobile side structure and an automobile having high impact absorption performance.

It is a perspective view which shows the structure of the automobile which concerns on one Embodiment of this invention. It is a schematic diagram which shows the structure of the door which concerns on this embodiment. FIG. 5 is a schematic view showing a cross section along the alternate long and short dash line I-I'shown in FIG. 2 in a state where the door according to the present embodiment is closed with respect to the chassis. It is a schematic diagram which shows the example which provided the 2nd shock absorbing member corresponding to one 1st shock absorbing member in the structure of the door which concerns on this embodiment. It is a schematic diagram which shows the structure of the part where the 1st shock absorbing member and the 2nd shock absorbing member are adjacent to each other in the lower end part of the door which concerns on this embodiment. It is a schematic diagram which shows the structure which excluded the 1st shock absorbing member from FIG. 5A. It is a schematic diagram which shows the state which looked at the 2nd shock absorbing member from the direction of arrow A2 of FIG. 5B. It is a schematic diagram which shows the structure of the part where the 1st shock absorbing member and the 2nd shock absorbing member 126 are adjacent to each other in the lower end part of the door 600 which concerns on this embodiment. 6 is a schematic view showing a state in which the second shock absorbing member is viewed from the direction of arrow A2 in FIG. 6A. It is a schematic diagram which shows the structure of the part where the 1st shock absorbing member and the 2nd shock absorbing member are adjacent to each other in the lower end part of the door 600 which concerns on this embodiment. FIG. 7 is a schematic view showing a state in which the second shock absorbing member is viewed from the direction of arrow A2 in FIG. 7A. It is a schematic diagram which shows the structure of the part where the 1st shock absorbing member and the 2nd shock absorbing member are adjacent to each other in the lower end part of a door. It is a schematic diagram which shows the state which looked at the 2nd shock absorbing member from the direction of arrow A2 of FIG. 8A. It is a characteristic figure which shows the relationship between the deformation amount (stroke) of the exterior panel, and the load about the configuration of Invention Examples 1 to 3 and the configuration of Comparative Example 1 when a load is applied to the exterior panel of a door.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the present specification and the drawings, components having substantially the same functional configuration are designated by the same reference numerals, so that duplicate description will be omitted.

FIG. 1 is a perspective view showing the structure of an automobile 1000 according to an embodiment of the present invention. As shown in FIG. 1, the automobile 1000 includes components such as a body 500, a door 600 (front door and / or rear door), a bonnet 700, a fender 800, and a boot lid 900. In this embodiment, the structure of the automobile 1000, particularly in the vicinity of the door 600, will be described. The present invention can be applied to sliding doors as well as doors attached to the vehicle body via hinges.

Normally, the door 600 and the body 500 are connected to the body 500 via a door hinge provided on the A pillar 510 of the body 500 (or a door hinge provided on the B pillar 530) so that the door 600 can rotate with respect to the body 500. Has been done.

FIG. 2 is a schematic view showing an example of the structure of the door 600, showing a state in which the door 600 is viewed from the outside of the automobile 1000. For convenience of explanation, FIG. 2 shows only the shock absorbing member 120 of the exterior panel 100, which will be described later, and the exterior material 110 is not shown. Further, FIG. 3 is a schematic view showing a cross section along the alternate long and short dash line I-I'shown in FIG. 2 with the door 600 closed with respect to the body 500. The position of the alternate long and short dash line I-I'shown in FIG. 2 corresponds to the position of the alternate long and short dash line I-I'shown in FIG.

When the door 600 is a door (front door) on the front seat side of the automobile, the lower end portion 610 thereof is adjacent to the side sill 520 of the body 500 via the side panel in the closed state with respect to the body 500, and the front seat side of the automobile. The rear end 620 of the door 600 is adjacent to the B-pillar 530 of the body 500 via the side panel.

As shown in FIG. 3, the door 600 includes an exterior panel 100. The exterior panel 100 is a panel whose front side is exposed to the outside of the automobile 1000. The front surface of the exterior panel 100 is painted according to the color of the automobile 1000.

The exterior panel 100 is composed of an exterior material 110 and a shock absorbing member 120. As an example, the exterior material 110 is made of a steel plate having a thickness of about 0.4 to 0.7 mm. As an example, the exterior material 110 is curved so that the front side is convex. That is, the exterior material 110 is curved in a cross section perpendicular to the vehicle length direction.

As shown in FIG. 2, the shock absorbing member 120 includes a first shock absorbing member 122 arranged in the vehicle height direction and a third shock absorbing member 124 arranged in the vehicle length direction. In the example of FIG. 2, the first shock absorbing member 122 and the third shock absorbing member 124 intersect each other. Here, the fact that the first shock absorbing member 122 is arranged in the vehicle height direction means that the longitudinal direction of the first shock absorbing member 122 is arranged so as to intersect the vehicle length direction. Further, the fact that the third shock absorbing member 124 is arranged in the vehicle length direction means that the third shock absorbing member 124 is arranged so as to intersect the vehicle height direction.

It is desirable that the first shock absorbing member 122 is curved according to the shape of the exterior material 110. The third shock absorbing member 124 extends substantially linearly. However, when the exterior material 110 is curved in a cross section perpendicular to the vehicle height direction, it is desirable that the third shock absorbing member 124 has a shape that follows the curved shape of the exterior material 110. The first shock absorbing member 122 and the third shock absorbing member 124 can be in close contact with the exterior material 110 as long as they have a shape following the exterior material 110, and are preferably bonded (adhered) to the exterior material 110. Because it can be done. When the first shock absorbing member 122 or the third shock absorbing member 124 and the exterior material 110 are joined, the exterior material 110 is deformed when the first shock absorbing member 122 or the third shock absorbing member 124 is deformed. resist. That is, it is more preferable because the exterior material 110 can contribute to shock absorption.

As shown in FIGS. 2 and 3, a door inner panel 200 is provided inside the exterior panel 100. As an example, the door inner panel 200 is made of a steel plate. Further inside of the door inner panel 200 faces the vehicle interior, and an interior material made of leather or a resin material is usually provided.

Next, the structure of the portion where the lower end portion 610 of the door 600 and the side sill 520 are adjacent to each other will be described. As shown in FIG. 3, the first shock absorbing member 122 extends to the vicinity of the lower end of the door 600. Similarly, the door inner panel 200 also extends to the vicinity of the lower end of the door 600. Therefore, in the portion where the lower end portion 610 of the door 600 and the side sill 520 are adjacent to each other, the first shock absorbing member 122 is interposed between the exterior panel 100 and the side sill 520.

Further, as shown in FIGS. 2 and 3, at a portion where the lower end portion 610 of the door 600 and the side sill 520 are adjacent to each other, a second shock absorbing member 126 is interposed between the exterior panel 100 and the side sill 520. .. More specifically, in this portion, a second shock absorbing member 126 is interposed between the first shock absorbing member 122 and the side sill 520, and each of the plurality of second shock absorbing members 126 is plurality. It is provided corresponding to the position of the first shock absorbing member 122.

Since all of the four first shock absorbing members 122 shown in FIG. 2 extend to the vicinity of the lower end of the door 600, the exterior panel is located where the lower end 610 of the door 600 and the side sill 520 are adjacent to each other. Four first shock absorbing members 122 are interposed between the 100 and the side sill 520. Further, at a portion where the lower end portion 610 of the door 600 and the side sill 520 are adjacent to each other, four second shock absorbing members 126 are interposed between the first shock absorbing member 122 and the side sill 520. In other words, in the lower part of the door 600, the first shock absorbing member 122 extending in the vehicle height direction, the second shock absorbing member 126, the door inner panel 200, and the side sill 520 are in the same line in the vehicle width direction (FIG. 3). These are arranged on the straight line L) shown in. According to such a structure, the impact absorption performance when the side surface of the automobile 1000 collides with another structure (vehicle, building, utility pole, etc.) can be significantly improved.

The first shock absorbing member 122 is interposed between the exterior panel 100 and the side sill 520, so that the end portion of the first shock absorbing member 122 is supported by the side sill 520. The portion that supports the first impact absorbing member 122 (that is, the side sill 520) is a skeleton member of the automobile 1000 and is not easily deformed. Therefore, when an impact is applied to the door 600, the first impact is applied. The absorbing member 122 can receive the load. That is, the shock absorbing performance of the shock absorbing member 120 can be utilized.

Here, from the viewpoint of occupant protection, it is desirable to install the shock absorbing member 120 at a position as far as possible from the occupant. That is, it is preferable to install the shock absorbing member 120 on the exterior material 110 side of the door 600. In this respect, by increasing the thickness of the door 600, the shock absorbing member 120 can be arranged closer to the exterior material 110. However, when the door 600 is made thicker to form a thick door 600, if the shock absorbing member 120 is arranged on the exterior material 110 side, the end portion of the first shock absorbing member 122 is separated from the side sill 520. In this case, it is assumed that the first shock absorbing member 122 is separated from the side sill 520 and the shock absorbing performance of the first shock absorbing member 122 cannot be utilized.

Therefore, in the present embodiment, as described above, these are arranged in the order of the first shock absorbing member 122, the second shock absorbing member 126, the door inner panel 200, and the side sill 520 on the same line in the vehicle width direction. .. Here, the first shock absorbing member 122 is a shock absorbing member extending in the vehicle height direction, and the second shock absorbing member 126 is a shock arranged between the first shock absorbing member 122 and the door inner panel 200. It is an absorbing member. In other words, the first shock absorbing member 122 and the door inner panel 200 have a structure in which the second shock absorbing member 126 is sandwiched. According to such a configuration, when the door 600 is deformed due to a collision from the side surface of the automobile 1000, the first impact absorbing member 122 receives the load and the load is from the first impact absorbing member 122 to the second impact. It is transmitted to the side sill 520 via the absorbing member 126. That is, the side sill 520 can support the first impact absorbing member 122 to receive the load. As a result, the door 600 provided with the first shock absorbing member 122 can be prevented from entering the passenger compartment side by the first shock absorbing member 122, the second shock absorbing member 126, and the side sill 520.

The second shock absorbing member 126 is sandwiched between the side sill 520 via the first shock absorbing member 122 and the door inner panel 200, and efficiently receives the load. Further, the second shock absorbing member 126 can also absorb the load by deforming itself.

In order to efficiently transmit the load, it is desirable that the cross section of the first impact absorbing member 122 has an annular shape or a rectangular shape on the same line as described above. This is because if the first impact absorbing member 122 is a flat plate, it may break without transmitting a load. That is, when the cross section of the first shock absorbing member 122 is annular or rectangular, the shock absorbing function can be more effectively exhibited when a load due to a collision is applied. The first impact absorbing member 122 may be manufactured by bending a plate material so that the cross section has a rectangular shape. Further, the first shock absorbing member 122 may be manufactured of a hollow tubular member or a solid rod-shaped member. Further, the shock absorbing member 120 may have a hollow or solid trapezoidal cross section. When the first shock absorbing member 122 has a rectangular cross-sectional shape, for example, the long side may be about 6 to 20 mm and the short side may be about 6 to 16 mm. Further, the plate thickness of the plate material constituting the first shock absorbing member 122 may be, for example, about 0.6 to 1.2 mm. As the plate material, a steel plate can be used. Further, when the plate material is bent to form the first shock absorbing member 122, a predetermined gap may be provided between the ends of the bent plate material. On the other hand, the ends may be in close contact with each other. Further, the ends may be joined by welding, adhesion, or the like. The cross section of the shock absorbing member 120 does not have to be a continuous rectangular shape, an annular shape, or a trapezoidal shape, and may have a discontinuous shape due to the presence of a gap. Further, when the ends are present in the cross section of the shock absorbing member 120, the ends may be in close contact with each other, or the ends may be joined by welding, adhesion, or the like.

The basic configurations of the first shock absorbing member 122 and the third shock absorbing member 124 can be the same. The tensile strength of the first shock absorbing member 122 and the third shock absorbing member 124 is preferably 980 MPa or more, more preferably 1470 MPa or more. Further, when the first shock absorbing member 122 and the third shock absorbing member 124 are formed from the steel sheet by press forming, cold forming may be used, or hot stamping may be adopted depending on the strength of the steel sheet.

Specifically, the load (impact energy) due to the impact is absorbed as follows. First, a collision load is applied to the impact absorbing member 120 at the center of the door 600 in the vehicle height direction (step 1). Next, at the lower portion of the door 600 in the vehicle height direction, the end portion of the first shock absorbing member 122 is deformed or moved toward the vehicle interior side in the vehicle width direction together with the second shock absorbing member 126 and the door inner panel 200 (step 2). ). Then, the first shock absorbing member 122 invades the outside of the vehicle width direction of the second shock absorbing member 126, and the first shock absorbing member 122 passes through the second shock absorbing member 126 and the door inner panel 200. Supported by the side sill 520, the first shock absorbing member 122 is deformed to absorb the shock energy (step 3). Next, the second impact absorbing member 126 is deformed to further absorb the impact energy (step 4).

More specifically, in step 3, the first shock absorbing member 122 and the second shock absorbing member 126 approach the outside of the side sill 520 in the vehicle width direction with the door inner panel 200 interposed therebetween. Unless the first shock absorbing member 122, the second shock absorbing member 126, and the side sill 520 are on the same line in the vehicle width direction, the above step 3 does not occur. Further, when the second impact absorbing member 126 is not provided, the impact energy of step 3 is not sufficiently absorbed and the impact energy of step 4 is not absorbed. As described above, according to the configuration of the present embodiment, it is possible to reliably absorb the load due to the impact. Further, by making the cross section of the first shock absorbing member 122 annular or rectangular on the same line, the first shock absorbing member 122 can fully exert the shock absorbing function, and the effect of the above step 3 is further enhanced. It can be fully demonstrated.

In general, a side panel is interposed between the door inner panel 200 and the side sill 520, but since the contribution of the side panel to shock absorption is small, the description of the side panel is omitted in the above description.

Further, in the above-mentioned example, an example in which the second shock absorbing member 126 is arranged between the first shock absorbing member 122 and the door inner panel 200 at a portion adjacent to the side sill 520 is shown. The same structure can be obtained at a portion adjacent to the skeleton member such as the B pillar 530. In other words, the side sill 520 shown in FIG. 3 can be replaced with an A-pillar 510, a B-pillar 530, or the like, and the first impact absorbing member 122 is a member arranged in the vehicle length direction (for example, a third impact). It can be replaced with an absorbent member 124). Also in this case, when the door 600 collides, the load applied to the door 600 is transmitted from the first shock absorbing member 122 to the second shock absorbing member 126, and the first shock absorbing member 122 has a second shock absorbing member 122. It is supported by the A-pillar 510 or the B-pillar 530, which are the skeleton members of the automobile 1000, via the shock absorbing member 126 and the door inner panel 200. Therefore, the impact energy can be absorbed as in the case of the side sill 520.

Further, in the above-mentioned example, a plurality of first shock absorbing members 122 are provided, and a plurality of second shock absorbing members 126 corresponding to the plurality of first shock absorbing members 122 are provided. Only the first shock absorbing member 122 may be provided, and the second shock absorbing member 126 may be provided so as to correspond to one first shock absorbing member 122. FIG. 4 is a schematic view showing an example in which a second shock absorbing member 126 is provided so as to correspond to one first shock absorbing member 122. The first shock absorbing member 122 may be a door impact bar as described in Patent Document 1 described above, and the second shock absorbing member according to the present embodiment is attached to the end of the door impact bar. 126 may be provided.

The first shock absorbing member 122 and the third shock absorbing member 124 intersect at the intersection, and the third shock absorbing member 124 faces the outside of the vehicle (exterior) with respect to the first shock absorbing member 122. It may be located on the material 110 side). Further, recesses may be provided in each of the first shock absorbing member 122 and the third shock absorbing member 124, and these members may be crossed in the recesses. As a result, the first impact absorbing member 122 and the third impact absorbing member 124 are arranged in the same plane. Further, since the third impact absorbing member 124 is located in the outer direction of the vehicle (on the side of the exterior material 110) with respect to the first impact absorbing member 122, other structures can be attached to the exterior panel 100 of the door 600. In the event of a collision, the load is transmitted from the exterior material 110 to the third impact absorbing member 124. Since the third impact absorbing member 124 is arranged in the vehicle length direction, the load is applied to a plurality of first impact absorbing members from the intersection of the first impact absorbing member 122 and the third impact absorbing member 124. It is transmitted to 122. Since the plurality of first impact absorbing members 122 are arranged in the vehicle height direction and overlap with the side sill 520 with the second impact absorbing member 126 sandwiched at the lower end portion 610 of the door 600, the load is applied to the side sill 520. Be distributed. The side sill 520 is a part of the body 500 which is a skeleton member of the automobile 1000, and has very high strength. As a result, the load due to the collision can be received by the body 500, and the load is distributed to the body 500, so that the impact can be reliably absorbed.

The first shock absorbing member 122 may be provided with two or more, three or more, or four or more with respect to one exterior panel 100 or one door inner panel 200. .. For example, in the case of a collision with a structure such as a utility pole, three or more first shock absorbing members 122 are used to reliably receive the load regardless of the collision with any part of the door 600 in the vehicle length direction. Preferably, the number of the first shock absorbing member 122 is preferably 6 or less in order to prevent an increase in weight due to excessive installation of the first shock absorbing member 122. More preferably, the number of the first shock absorbing members 122 is four or five.

Further, the third shock absorbing member 124 may be provided in two or more with respect to one exterior panel 100 or one door inner panel 200, or may be provided in three or more, or four or more. .. In order to transmit the load due to the collision to a wide range above and below the vehicle height of the first impact absorbing member 122 and distribute the load, it is preferable that the third impact absorbing member 124 has two or more, and the third impact absorbing member In order to prevent an increase in weight due to excessive installation of the 124, the number of the third shock absorbing member 124 is preferably 5 or less. More preferably, the number of the third shock absorbing member 124 is 3 or 4.

Since the first impact absorbing member 122 and the third impact absorbing member 124 are in close contact with the exterior material 110, the effect of improving the tension rigidity of the exterior material 110 can also be obtained. The first when viewed along the vehicle width direction with the door closed with respect to the body so that good tension rigidity can be obtained even when the thickness of the exterior material 110 is as thin as 0.4 mm, for example. The length of one side of the region divided by the shock absorbing member 122 and the third shock absorbing member 124 is preferably 300 mm or less, and more preferably, the first shock absorbing member 122 and the third shock absorbing member. The length of one side of the region divided by 124 is 200 mm or less.

FIG. 5A is a schematic view showing the configuration of a portion of the lower end portion 610 of the door 600 where the first shock absorbing member 122 and the second shock absorbing member 126 are adjacent to each other, and is surrounded by a two-dot chain line in FIG. The detailed configuration of the door area A1 is shown. FIG. 5A shows a state in which the first shock absorbing member 122, the second shock absorbing member 126, and the door inner panel 200 are viewed from the outside of the vehicle (exterior material 110 side), and the exterior material 110 is not shown. is doing. As shown in FIG. 5A, the lower end of the door inner panel 200 is bent toward the outside of the vehicle (exterior material 110 side), so that the exterior material 110 and the hem portion 200a for hemming the door inner panel 200 are configured. Has been done.

As shown in FIG. 5A, the second shock absorbing member 126 is arranged between the first shock absorbing member 122 and the door inner panel 200, and is closer to the door inner panel 200 than the first shock absorbing member 122. Is located in. In the example shown in FIG. 5A, the second shock absorbing member 126 is made of sheet metal so that the shape of the cross section perpendicular to the vehicle width direction is an M shape with a flange. Further, the sheet metal constituting the second shock absorbing member 126 extends in the vehicle width direction. The second shock absorbing member 126 can also be made of, for example, a steel plate.

As shown in FIG. 5A, the second shock absorbing member 126 is formed of an M-shaped sheet metal with a flange, and the extending direction of the sheet metal is the vehicle width direction. With such a configuration, when the side surface of the door 600 receives an impact from the outside, when the first shock absorbing member 122 tries to enter the second shock absorbing member 126, the second shock absorbing member Since the extending direction of the sheet metal of 126 is the vehicle width direction, the lower end portion of the first shock absorbing member 122 in the vehicle height direction first attaches the second shock absorbing member 126 and the door inner panel 200. Supported by the side sill 520 through. Therefore, the first shock absorbing member can be deformed to absorb the load. Further, when the first impact absorbing member 122 invades the second impact absorbing member 126, the second impact absorbing member 126 buckles and deforms, and the load can be absorbed. As will be described later, the cross-sectional shape of the second shock absorbing member 126 is not limited to the M-shape, and other shapes may be adopted.

Further, as shown in FIG. 5A, the second shock absorbing member 126 is joined to the bottom portion 200b of the door inner panel 200 at the joint portion 126a. That is, the second shock absorbing member 126 and the bottom portion 200b of the door inner panel 200 form a pipe shape (closed cross-sectional shape) about the vehicle width direction. Since the shape of the tube is axially crushed, the shock absorbing performance is higher than that of the second shock absorbing member 126 having an open cross section by itself. The second shock absorbing member 126 is arranged side by side with the side sill 520 in the vehicle width direction with the door inner panel 200 interposed therebetween. Therefore, the second impact absorbing member 126 can be axially crushed by being supported by the side sill 520 even in the axial direction having a high load capacity. The second shock absorbing member 126 and the door inner panel 200 are preferably joined by welding, but may be joined by a method such as bonding. Here, the pipe shape about the vehicle width direction means a shape constituting a closed cross section in a cross-sectional view perpendicular to the vehicle width direction. Here, the cross-sectional shape does not necessarily have to be continuous in all cross-sectional views of the pipe shape, and may not form a closed cross-section in a part of the pipe shape.

Further, in the example shown in FIG. 5A, the first shock absorbing member 122 is fixed to the door inner panel 200 at the end. In the example shown in FIG. 5A, the end of the first shock absorbing member 122 is joined to the bottom portion 200b of the door inner panel 200 at the joining portion 122b. The joining is preferably performed by welding, but the joining may be performed by a method such as bonding using a structural adhesive or the like. The configuration shown in FIG. 5A is merely an example, and the first shock absorbing member 122 may be joined to the hem portion 200a of the door inner panel 200. Further, in the example shown in FIG. 5A, the end of the first shock absorbing member 122 and the door inner panel 200 are directly fixed, but the end of the first shock absorbing member 122 is connected to the door via other parts such as a bracket. It may be fixed to the inner panel 200. This is because the number of parts can be increased by using other parts such as brackets, but there is an advantage that the shape of the end of the first shock absorbing member 122 can be simplified.

As shown in FIG. 5A, in a state where the first shock absorbing member 122 is joined to the door inner panel 200, the exterior material 110 is further joined to the hem portion 200a of the door inner panel 200 by hemming. The exterior material 110 and the door inner panel 200 may be joined by bonding or the like in addition to the hemming process.

When a load is applied to the first impact absorbing member 122 that curves convexly toward the outside of the vehicle in the vehicle width direction, the end of the first impact absorbing member 122 faces outward in the vehicle height direction of the door 600 (toward downward). The force to move is generated. By joining the first shock absorbing member 122 to the door inner panel 200, it is possible to prevent the end of the first shock absorbing member 122 from moving toward the outside of the door 600 in the vehicle height direction. Further, the end of the first shock absorbing member 122 may be arranged at the lower end of the door 600 in the vehicle height direction. Then, the end of the first shock absorbing member 122 interferes with the bottom portion 200b of the door inner panel 200, and as a result, the end of the first shock absorbing member 122 moves toward the outside of the door 600 in the vehicle height direction. Can be suppressed. As a result, the first shock absorbing member 122 can receive a load while maintaining the convexly curved state for a longer period of time, so that the shock absorbing performance is improved.

It should be noted that a slight amount of gap is provided between the first shock absorbing member 122 and the second shock absorbing member 126 in order to avoid interference due to a dimensional error within the tolerance that occurs during the manufacture of each member. Is preferable.

FIG. 5B is a schematic view showing a configuration in which the first shock absorbing member 122 is removed from FIG. 5A. Further, FIG. 5C is a schematic view showing a state in which the second shock absorbing member 126 is viewed from the arrow A2 direction (vehicle height direction) of FIG. 5B, and is a schematic view showing the first shock absorbing member 122 and the second shock absorbing member 122. It is a figure which shows typically the appearance (overlapping state) of the members 126 overlap. The configuration examples shown in FIGS. 5A to 5C are referred to as Invention Example 1. As shown in FIGS. 5B and 5C, the second shock absorbing member 126 has three ridges 126b, 126c, 126d. The ridges 126b and 126d are ridges that are convex to the outside of the closed cross section, and the ridges 126c are ridges that are convex to the inside of the closed cross section.

Then, as shown in FIG. 5C, when viewed from the direction in which the load due to the impact is applied (direction of arrow A2 in FIG. 5B), these plurality of ridge lines 126b, 126c, 126d and the first impact absorbing member 122 are formed. They are arranged so that they overlap. In particular, in the examples shown in FIGS. 5B and 5C, the central ridge line 126c is arranged so as to overlap the first shock absorbing member 122. By arranging the ridge lines 126b, 126c, 126d so as to overlap each other in this way, the portions of the ridge lines 126b, 126c, 126d when an impact is applied to the door 600 from the outside of the vehicle. Receives the load from the first shock absorbing member 122 like a pillar. As a result, the load capacity of the second shock absorbing member 126 increases. That is, the load due to the impact can be reliably received, and the load bearing performance can be improved. In particular, as shown in FIGS. 5B and 5C, by providing two or more ridge lines and arranging the ridge lines at both ends so as to sandwich the first shock absorbing member 122, the first shock absorbing member 122 is received. It is possible to suppress the ridge line (ridge line 126c) from collapsing, and it is possible to further improve the load bearing performance.

Hereinafter, variations in the shape of the second impact absorbing member 126 will be described. 6A and 7A show the detailed configuration of the region A1 surrounded by the alternate long and short dash line in FIG. 2, similar to FIG. 5A. However, in FIGS. 6A and 7A, the illustration of the first impact absorbing member 122 is omitted.

Further, FIG. 6B is a schematic view showing a state in which the second shock absorbing member 126 is viewed from the direction of arrow A2 in FIG. 6A, in which the first shock absorbing member 122 and the second shock absorbing member 126 overlap each other. It is a figure which shows schematically. Similarly, FIG. 7B is a schematic view showing a state in which the second shock absorbing member 126 is viewed from the direction of arrow A2 in FIG. 7A, and the first shock absorbing member 122 and the second shock absorbing member 126 overlap each other. It is a figure which shows the state schematically. The configuration examples shown in FIGS. 6A and 6B are referred to as Invention Example 2, and the configuration examples shown in FIGS. 7A and 7B are referred to as Invention Example 3.

In Invention Example 2 shown in FIGS. 6A and 6B, the second shock absorbing member 126 and the bottom portion 200b of the door inner panel 200 form a triangular closed cross section when viewed from the direction of arrow A2. As shown in FIG. 6B, the second shock absorbing member 126 has a ridge line 126e that is convex to the outside of the closed cross section. The ridge line 126e and the first impact absorbing member 122 are arranged so as to overlap each other when viewed from the direction in which the load due to the impact is applied (direction of arrow A2). By arranging the ridge line 126e and the first impact absorbing member 122 so as to overlap each other in this way, the load capacity increases at the portion of the ridge line 126e, so that when an impact is applied to the door 600 from the outside of the vehicle, The load due to the impact can be reliably received, and the load bearing performance can be improved. Further, by making the cross-sectional shape composed of the second shock absorbing member 126 and the bottom portion 200b of the door inner panel 200 a triangular closed cross-sectional shape, the cross-sectional shape is a quadrangle or a cross-sectional shape close to a quadrangle. It is possible to prevent the cross-sectional shape from collapsing when a load is applied to the shock absorbing member 126 of 2. As a result, the load can be received for a longer time at the portion of the ridge line 126e, so that the load bearing performance can be further improved.

In Invention Example 3 shown in FIGS. 7A and 7B, the second shock absorbing member 126 has an M-shape when viewed from the direction of arrow A2, as in FIGS. 5A to 5C. Similar to FIG. 5B, the second shock absorbing member 126 has three ridges 126b, 126c, 126d. Further, the ridges 126b and 126d are outwardly convex ridges of a closed cross section composed of the second shock absorbing member 126 and the bottom 200b of the door inner panel 200, and the ridges 126c are inwardly convex ridges of the closed cross section. Is. In the example shown in FIG. 5C, the side walls 126f and 126g (first wall and second wall) of the second shock absorbing member 126 are substantially parallel, but in the example shown in FIG. 7B, the side walls 126f and 126g are respectively. It is configured so that the surfaces extending toward the upper part of the car intersect. Further, the extending surfaces of the side walls 126f and 126g are configured to intersect inside the door 600. The side walls 126f and 126g (first wall, second wall) are flat (have a flat surface portion) and are adjacent to the door inner panel 200, respectively.

When viewed from the direction in which the load due to the impact is applied (direction of arrow A2), these plurality of ridge lines 126b, 126c, 126d are arranged so as to overlap the first impact absorbing member 122. By arranging the ridge lines 126b, 126c, 126d and the first impact absorbing member 122 so as to overlap each other in this way, the load capacity increases at the ridge lines 126b, 126c, 126d, so that the impact is applied to the door 600 from the outside of the vehicle. When is added, the load due to the impact can be received more reliably, and the load bearing performance can be improved.

Further, in the examples shown in FIGS. 7A and 7B, since the surfaces extending the side walls 126f and 126g are configured to intersect each other, the second shock absorbing member 126 and the bottom portion 200b of the door inner panel 200 are configured. The cross-sectional shape becomes close to a triangle. Therefore, it is possible to prevent the cross-sectional shape from collapsing when a load is applied to the second impact absorbing member 126, and the load can be received for a longer time at the portions of the ridge lines 126b, 126c, 126d. Therefore, the load bearing performance can be further improved.

The first shock absorbing member 122 is on an extension of the first ridge line of the second shock absorbing member 126 in the vehicle width direction. Further, it is more preferable that there is a portion where the cross section of the first shock absorbing member 122 is formed in an annular shape or a rectangular shape on an extension line extending the first ridge line of the second shock absorbing member 126 in the vehicle width direction. The ridge line means a point where the maximum value of the radius of curvature is twice or less the width in the vehicle length direction of the first shock absorbing member 122 in the cross section perpendicular to the vehicle width direction. In the description of the present embodiment, the ridge line 126c corresponds to the first ridge line, and the ridge line 126b or 126d corresponds to the second ridge line.

Further, when viewed along the vehicle width direction (in a plan view perpendicular to the vehicle width direction), the second shock absorbing member is in the region where the first shock absorbing member 122 and the second shock absorbing member 126 overlap. It is more preferable that the maximum width of the closed cross section composed of 126 and the door inner panel 200 in the vehicle length direction is larger than the width of the first shock absorbing member 122 in the vehicle length direction. This has the effect of preventing the first impact absorbing member 122 from collapsing in the vehicle length direction when a load due to an impact is applied.

Further, from the viewpoint of suppressing the first impact absorbing member 122 from collapsing in the vehicle length direction when a load due to an impact is applied, the first impact absorbing member 122 and the first impact absorbing member 122 are viewed along the vehicle width direction. In the region where the second shock absorbing member 126 overlaps, in the vehicle length direction, a place where all the first shock absorbing member 122 is included in the closed cross section composed of the second shock absorbing member 126 and the door inner panel 200. It is more preferable to have.

Next, the configuration of the comparative example with respect to the invention examples 1 to 3 described in the above embodiment will be described with reference to FIGS. 8A and 8B. FIG. 8A shows the detailed configuration of the region A1 surrounded by the alternate long and short dash line in FIG. 2, similar to FIG. 5A. However, in FIG. 8A, the illustration of the first impact absorbing member 122 is omitted.

Further, FIG. 8B is a schematic view showing a state in which the second shock absorbing member 126 is viewed from the direction of arrow A2 in FIG. 8A, in which the first shock absorbing member 122 and the second shock absorbing member 126 overlap each other. It is a figure which shows schematically.

In the comparative example shown in FIGS. 8A and 8B, the second shock absorbing member 126 and the bottom portion 200b of the door inner panel 200 form a rectangular closed cross section when viewed from the direction of arrow A2. As shown in FIG. 8B, the second shock absorbing member 126 has convex ridges 126h and 126i on the outside of the closed cross section. However, in the configuration of the comparative example, the ridge lines 126h, 126i and the first impact absorbing member 122 do not overlap when viewed from the direction in which the load due to the impact is applied (arrow A2 direction). As described above, when the ridge lines 126h, 126i provided on the second shock absorbing member 126 and the first shock absorbing member 122 do not overlap each other, and when an impact is applied to the door 600 from the outside of the vehicle, the second impact is applied. The absorbent member 126 is deformed relatively easily, and the load due to the impact cannot be effectively received. Further, since the cross-sectional shape composed of the second shock absorbing member 126 and the bottom portion 200b of the door inner panel 200 is rectangular (square), the cross section is cross-sectional when a load is applied to the second shock absorbing member 126. The shape is liable to collapse and the load cannot be received effectively.

FIG. 9 shows the stroke of the indenter when the center of the exterior panel 100 of the door 600 is pushed by a columnar indenter having a radius of 300 mm and the vehicle height direction as an axis for the configurations of Invention Examples 1 to 3 and the configuration of Comparative Example. It is a characteristic diagram obtained by simulation about the relationship between the indenter and the load received from the door 600. As shown in FIG. 9, in the case of the same stroke, the load characteristics of Invention Example 1 and Invention Example 2 are improved as compared with Comparative Example, and the difference is remarkable when the stroke is 35 mm or more. Further, Invention Example 3 has further improved load characteristics as compared with Invention Examples 1 and 2, and has higher impact absorption performance. Therefore, it is possible to significantly improve the shock absorption performance by the configuration of the present embodiment.

In the above description, the case where each member such as the first shock absorbing member 122, the second shock absorbing member 126, the third shock absorbing member 124, and the door inner panel 200 is made of a steel plate has been exemplified. These members may be made of other materials such as aluminum, aluminum alloy, and CFRP (carbon fiber reinforced plastic).

As described above, according to the present embodiment, in the lower part of the door 600, the first shock absorbing member 122 extending in the vehicle height direction, the second shock absorbing member 126, the door inner panel 200, and the side sill 520 are in this order. Since these are arranged on the same line in the width direction, the shock absorbing performance when the side surface of the automobile 1000 collides with another structure can be greatly improved.

Further, when a ridgeline is provided on the second impact absorbing member 126 and the first impact absorbing member 122 and the second impact absorbing member 126 are viewed from the direction in which the load is applied, the first impact absorbing member 122 and the second impact absorbing member 122 are viewed. Since the ridges of the impact absorbing members 126 are arranged so as to overlap each other, it is possible to significantly improve the load bearing performance against impact.

As a result, even when a shock absorbing member such as a door impact bar is supported by the second shock absorbing member 126, the second shock absorbing member 126 can be used when a collision load is applied via the door impact bar. The load can be transmitted to the vehicle skeleton member arranged inside in the vehicle width direction without being easily deformed. This makes it possible to fully demonstrate the impact absorption performance of the door impact bar. In the present invention, the side structure of the automobile includes the door of the automobile and structural members such as side sills and pillars.

Although the preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, the present invention is not limited to these examples. It is clear that a person having ordinary knowledge in the field of the art to which the present invention belongs can come up with various modifications or modifications within the scope of the technical ideas described in the claims. , These are also naturally understood to belong to the technical scope of the present invention.

The present invention can be applied to front doors and rear doors of automobiles. Further, the present invention can be applied not only to doors arranged on the side of an automobile but also on doors arranged on the rear of an automobile. When the present invention is applied to a door (also referred to as a tailgate) arranged at the rear of an automobile, the inner panel of such a door intersects the direction of the vehicle length of the automobile, and thus the vehicle described in the above embodiment. The long direction may be read as the vehicle width direction, and the vehicle width direction may be read as the vehicle length direction.

INDUSTRIAL APPLICABILITY The present invention has high industrial applicability because it is possible to provide an automobile side structure and an automobile having high shock absorption performance.

122 First shock absorbing member 124 Third shock absorbing member 126 Second shock absorbing member 200 Door inner panel 520 Side sill 600 Door 1000 Automobile

Claims (6)

The first shock absorbing member that crosses the inside of the car door,
A second shock absorbing member placed inside the car door,
Door inner panel and
With vehicle skeleton members,
The second shock absorbing member is arranged between the first shock absorbing member and the door inner panel.
The first shock absorbing member, the second shock absorbing member, the door inner panel, and the vehicle skeleton member are on a straight line in the vehicle width direction.
The second shock absorbing member and the door inner panel form a pipe shape in which the axial direction is the vehicle width direction.
The second shock absorbing member includes a first ridgeline along the vehicle width direction.
A side structure of an automobile, characterized in that the first shock absorbing member is on an extension of the first ridgeline in the vehicle width direction. The second shock absorbing member includes two second ridges along the vehicle width direction.
The side structure of an automobile according to claim 1, wherein the first ridge line is located between the second ridge lines. The side structure of an automobile according to claim 2, wherein the first ridgeline is a ridgeline protruding inward of the tube shape. The second shock absorbing member includes a first wall and a second wall.
The first wall and the second wall are part of the tube shape.
The first wall and the second wall are adjacent to the door inner panel, respectively.
The first wall and the second wall are flat and flat.
The first aspect of which the first wall is extended and the second surface of which the second wall is extended intersect with each other inside the automobile door according to any one of claims 1 to 3. The side structure of the car described. In a plan view perpendicular to the vehicle width direction
The maximum width of the closed cross section composed of the second shock absorbing member and the door inner panel in the vehicle length direction is larger than the width of the first shock absorbing member in the vehicle length direction. The side structure of the automobile according to any one of claims 1 to 4. An automobile having the side structure of the automobile according to any one of claims 1 to 5.

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