Vehicle door structure

Abstract

Provided is a vehicle door structure capable of suppressing a side collision load in an upper side region compared to a cross beam extending in a vehicle front-rear direction, which has a cross beam (26) provided inside a side door (12) and extending in the vehicle front-rear direction, and a longitudinal beam (28) provided inside the side door (12) and extending in a vehicle up-down direction, a vehicle front end portion and a vehicle rear end portion of the cross beam (26) are respectively fixed to a door inner panel (18), and the longitudinal beam (28) is fixed to an axially central portion of the cross beam (26) in a cantilever state.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle door structure provided with a door beam. BACKGROUND

[0002] For example, in Patent Literature 1, a beam extension portion extending from a door beam main body portion extending in the vehicle front-rear direction toward the vehicle lower side is disclosed.

[0003] In the vehicle door structure disclosed in Patent Literature 1, by connecting the lower end of the beam extension portion with a lower reinforcement member, displacement of the beam extension portion of the door beam at the time of a side collision is suppressed.

[0004] PRIOR ART DOCUMENTS

[0005] PATENT LITERATURE

[0006] Patent Literature 1: Japanese Patent Application Publication No. 2015-174575 SUMMARY

[0007] However, with the vehicle door structure disclosed in Patent Literature 1, there is a concern that, at the time of input of a side collision load, the deformation of the door in a region close to an occupant in a region on the upper side compared with the beam main body portion cannot be suppressed.

[0008] The present application was made in view of the above point, and has an object to provide a vehicle door structure capable of suppressing a side collision load in a region on the upper side compared with a transverse beam extending in the vehicle front-rear direction.

[0009] To achieve the above object, a vehicle door structure according to the present application is characterized by comprising: a transverse beam provided in a door for a vehicle and extending in a vehicle front-rear direction; and a longitudinal beam provided in the door and extending in a vehicle up-down direction, a vehicle front end portion and a vehicle rear end portion of the transverse beam being fixed to a door frame, respectively, the longitudinal beam being fixed to an axially intermediate portion of the transverse beam in a cantilevered state.

[0010] EFFECT OF THE INVENTION

[0011] According to the present application, a vehicle door structure capable of suppressing a side collision load in a region on the upper side compared with a transverse beam extending in the vehicle front-rear direction can be obtained. BRIEF DESCRIPTION OF DRAWINGS

[0012] Figure 1 is a side view of a vehicle body side surface of a vehicle door structure to which an embodiment of the present application is applied.

[0013] Figure 2 is a cross-sectional view along line II-II of Figure 1

[0014] Figure 3 ​is a plan view of the door beam when viewed from above.

[0015] Figure 4 is Figure 6 is an enlarged perspective view of the A portion shown in FIG. 1.

[0016] Figure 5 is a side view of the body side portion of the door beam having a modification example.

[0017] Figure 6 is a perspective view showing the thickness relationship between the connecting portion and the free end of the longitudinal beam.

[0018] Figure 7 in which (a) to (c) are action explanatory views showing the action of the longitudinal beam at the time of input of a side collision load, respectively.

[0019] Figure 8 is a cross-sectional view of the door structure to which the first modification example is applied. Figure 2 is a cross-sectional view of the door structure to which the first modification example is applied.

[0020] Figure 9 is a side view of the body side portion of the door structure to which the second modification example is applied. Figure 1 is a side view of the body side portion of the door structure to which the second modification example is applied.

[0021] Figure 10 is a cross-sectional view along the X-X line of FIG. 5. Figure 9

[0022] BRIEF DESCRIPTION OF REFERENCE NUMERALS

[0023] 10 body side portion

[0024] 12, 12a, 12b side door

[0025] 26 cross beam

[0026] 26a upper surface (two adjacent side surfaces)

[0027] 26b vehicle width direction outer side surface (two adjacent side surfaces)

[0028] 28 longitudinal beam

[0029] 30 upper longitudinal beam

[0030] 32 lower longitudinal beam

[0031] 36 connecting portion (joint portion)

[0032] 42 free end

[0033] 44 cushion member

[0034] 48 door skin upper reinforcement

[0035] T1 to T3 thickness dimension ​

[0036] F side collision load

[0037] RF reaction force DETAILED DESCRIPTION

[0038] Next, an embodiment of the present application will be described in detail with appropriate reference to the drawings. Also, in each drawing, "front-rear" indicates a vehicle front-rear direction, "left-right" indicates a vehicle width direction (left-right direction), and "up-down" indicates a vehicle up-down direction (vertical up-down direction).

[0039] As Figure 1 indicated, a vehicle to which the vehicle door structure of the embodiment of the present application is applied is configured to have a side door 12 provided to a vehicle body side portion 10. The side door 12 is constituted by a front door 14a and a rear door 14b. Also, in the present embodiment, the side door 12 will be described taking the front door 14a as an example, and the description of the rear door 14b will be omitted.

[0040] A door opening portion for the side door 12 to be capable of opening and closing is provided to the vehicle body side portion 10. The door opening portion has a front door opening portion 16a and a rear door opening portion 16b.

[0041] The front door 14a is constituted by a door body that opens and closes the front door opening portion 16a. As Figure 2 indicated, the constitution of the front door 14a includes a door inner panel 18 that is disposed on the vehicle interior side and functions as a frame body, a door skin 20 (door outer panel) that is mounted to the vehicle width direction outer side of the door inner panel 18, and a door beam 22.

[0042] The door beam 22 is constituted by a transverse beam 26 that is disposed within the front door 14a and extends in the vehicle front-rear direction, and a longitudinal beam 28 that is disposed within the front door 14a and extends in the vehicle up-down direction.

[0043] When viewed from above, the transverse beam 26 is configured in a curved shape that bulges to the vehicle width direction outer side. When viewed from above, the longitudinal beam 28 is combined with the portion of the transverse beam 26 that bulges most to the vehicle width direction outer side. Also, the axial vertical cross section of the transverse beam 26 is constituted by a complex shape that combines two hat-shaped cross sections (refer to Figure 2 ).

[0044] As Figure 1 indicated, the vehicle front end portion of the transverse beam 26 is fixed to the vehicle front portion of the door inner panel 18. Also, the vehicle rear end portion of the transverse beam 26 is fixed to the lower side of the vehicle rear portion of the door inner panel 18. The vehicle front end portion and the vehicle rear end portion of the transverse beam 26 can be directly joined to the door inner panel 18 or can be joined via a bracket that is not shown.

[0045] The longitudinal beam 28 is composed of an upper longitudinal beam 30 extending upward from the transverse beam 26 and a lower longitudinal beam 32 extending downward from the transverse beam 26. The upper longitudinal beam 30 and the lower longitudinal beam 32 are each constructed with the same structure, so the upper longitudinal beam 30 will be described in detail, while the description of the lower longitudinal beam 32 will be omitted.

[0046] like Figure 4 as well as Figure 6 As shown, the upper longitudinal beam 30 is integrally formed with the beam body 34 and the connecting part (joint part) 36 located at the lower end of the beam body 34. The axial vertical section of the beam body 34 (the section of the upper longitudinal beam 30 orthogonal to the axis) is U-shaped, and the U-shaped opening is provided in the direction of the vehicle compartment facing inward in the vehicle width direction.

[0047] like Figure 4 As shown, the connecting part 36 has an L-shaped cross section, and the flat part 38 and the bent part 40 are integrally formed in a manner that bends downward in a manner that is approximately orthogonal from the outer end of the flat part 38 in the vehicle width direction.

[0048] The longitudinal dimension of the flat plate portion 38 in the vehicle's longitudinal direction is larger than that of the lower end of the beam body portion 34 in the vehicle's longitudinal direction. The flat plate portion 38 engages with the upper surface 26a of the transverse beam 26, and the bent portion 40 engages with the outer side 26b of the transverse beam 26 in the vehicle width direction. Thus, the connecting portion 36 of the upper longitudinal beam 30 engages (joins) with at least two adjacent sides (upper surface 26a and outer side 26b in the vehicle width direction) of the transverse beam 26. The lower longitudinal beam 32 has the same structure.

[0049] The upper longitudinal beam 30 and the lower longitudinal beam 32 constituting the longitudinal beam 28 are cantilevered and fixed to the central portion along the axial direction of the transverse beam 26 via the connecting portion 36. Furthermore, in this embodiment, the case where the longitudinal beam 28 is fixed to the central portion along the axial direction of the transverse beam 26 is exemplified, but it is not limited to this, and it can be fixed to the middle portion along the axial direction of the transverse beam 26 as long as it is fixed.

[0050] Since the upper longitudinal beam 30 and the lower longitudinal beam 32 constituting the longitudinal beam 28 are fixed (supported) in a cantilever state relative to the transverse beam 26, the upper and lower ends of the longitudinal beam 28 along the axial direction are both free ends 42. These "free ends 42" also include states that are completely in contact with surrounding elements, and states that, when a side impact load is input, are in contact with surrounding elements to a degree that does not impede the rotation of the transverse beam 26.

[0051] Furthermore, in this embodiment, the longitudinal beam 28 is formed by dividing the upper longitudinal beam 30 and the lower longitudinal beam 32 in the vertical direction, but it is not limited to this. For example, as Figure 5As shown in the modified example, the longitudinal beam 28 and the transverse beam 26 can also be integrally formed. By integrally forming the longitudinal beam 28 and the transverse beam 26, for example using a mold and a stamping device, when a side impact load is input to the lower part of the longitudinal beam 28, the longitudinal beam 28 and the transverse beam 26 are integral and can rotate easily, and a reaction force against the side impact load is easily generated at the upper part of the longitudinal beam 28.

[0052] like Figure 4 as well as Figure 6 As shown, the thickness dimension (T1) along the vehicle width direction in the connection portion 36 between the longitudinal beam 28 and the transverse beam 26 is the same as the thickness dimension (T3) along the vehicle width direction of the transverse beam 26 (T1 = T3). In addition, the thickness dimension (T2) along the vehicle width direction at the free end 42 (end) of the longitudinal beam 28 is smaller than the thickness dimension (T1) in the connection portion 36 between the longitudinal beam 28 and the transverse beam 26 (T1 > T2).

[0053] Furthermore, in this embodiment, the upper longitudinal beam 30 and the lower longitudinal beam 32 constituting the longitudinal beam 28 are coaxially arranged, but this is not a limitation. Alternatively, the upper longitudinal beam and the lower longitudinal beam may be non-coaxial and connected at a position offset relative to the transverse beam 26 in the vehicle's longitudinal direction.

[0054] In this way, by positioning the upper longitudinal beam and the lower longitudinal beam at positions offset from each other in the vehicle's longitudinal direction, the longitudinal beams (upper longitudinal beam and lower longitudinal beam) can be positioned above and below the transverse beam 26 respectively at the optimal positions to suppress deformation of the door panels (inner door panel 18 and door skin 20) under side collision load input.

[0055] The side door 12 of the door structure of this embodiment is basically constructed as described above, and its function will be explained next.

[0056] First, the action of the longitudinal beam 28 when the side collision load F is input will be explained.

[0057] Figure 7 (a)~ Figure 7 (c) are action illustration diagrams representing the action of the longitudinal beam when a side collision load is input.

[0058] like Figure 7 As shown in (a), when the side impact load F is input relative to the side door 12, the barrier wall (not shown) is displaced inward in the vehicle width direction, thereby pushing the door skin 20 inward in the vehicle width direction, and the lower longitudinal beam 32 of the longitudinal beam 28 is pushed inward in the vehicle width direction (in the vehicle interior direction) and deformed.

[0059] Next, as Figure 7As shown in (b) of FIG. 6, if the barrier wall not shown further displaces toward the inner side in the vehicle width direction, the lateral beam 26 at the front end of the vehicle and the lateral beam 26 at the rear end of the vehicle respectively deforms while rotating in the clockwise direction (arrow direction) on the inner panel 18 of the door.

[0060] As shown in (c) of FIG. 6, if the barrier wall not shown further displaces from the state of (b) toward the inner side in the vehicle width direction, a reaction force RF against the displacement of the barrier wall not shown is generated due to the rotating action of the lateral beam 26, and the upper longitudinal beam 30 of the longitudinal beam 28 wants to rotate toward the outer side of the vehicle. Since the reaction force RF generated on the upper longitudinal beam 30 of the longitudinal beam 28 and the side collision load F generated based on the displacement of the barrier wall not shown are generated in opposite directions, respectively, the side collision load F is mitigated by the reaction force RF. Figure 7 Figure 7 As shown in (c) of FIG. 6, if the barrier wall not shown further displaces from the state of (b) toward the inner side in the vehicle width direction, a reaction force RF against the displacement of the barrier wall not shown is generated due to the rotating action of the lateral beam 26, and the upper longitudinal beam 30 of the longitudinal beam 28 wants to rotate toward the outer side of the vehicle. Since the reaction force RF generated on the upper longitudinal beam 30 of the longitudinal beam 28 and the side collision load F generated based on the displacement of the barrier wall not shown are generated in opposite directions, respectively, the side collision load F is mitigated by the reaction force RF.

[0061] In the present embodiment, the longitudinal beam 28 arranged in the side door 12 and extending in the vertical direction is fixed to the central portions of the lateral beams 26 at the front and rear ends of the vehicle and the rear end of the vehicle, respectively, which are fixed to the inner panel 18 of the door, in a cantilevered state.

[0062] In the present embodiment, for example, when the side collision load is input from the lower side compared to the lateral beam 26, the longitudinal beam 28 outputs a reaction force against the collision object by rotating the upper side compared to the lateral beam 26 toward the outer side in the vehicle width direction, and is able to deform by the collision with the collision object or deform the collision object to absorb the side collision load. As a result, in the present embodiment, the side collision load input to the upper side compared to the lateral beam 26 extending in the front and rear direction of the vehicle can be appropriately suppressed.

[0063] Further, in the present embodiment, the longitudinal beam 28 is supported in a cantilevered state with respect to the lateral beam 26, and thus the lateral beam 26 easily rotates toward the outer side in the vehicle width direction when the side collision load is input.

[0064] In addition, in the present embodiment, the upper end and the lower end of the longitudinal beam 28 in the axial direction are free ends 42 not in contact with the surrounding elements. In the present embodiment, by providing the upper end and the lower end of the longitudinal beam 28 as the free ends 42 not in contact with the surrounding elements, the longitudinal beam 28 is able to rotate to output a reaction force against the collision object. Further, the free ends 42 also include a state of being in contact with the surrounding elements to the extent that does not hinder the rotation of the longitudinal beam 28 when the side collision load is input.

[0065] ​Further, in the present embodiment, the connecting portion (joint portion) 36 of the upper longitudinal beam 30 (lower longitudinal beam 32) that constitutes the longitudinal beam 28 is joined to at least two adjacent sides (the upper surface 26a, the vehicle width direction outer side surface 26b) of the transverse beam 26. Thus, in the present embodiment, the longitudinal beam 28 and the transverse beam 26 can be firmly joined, and when a side collision load is input to the lower longitudinal beam 32 of the longitudinal beam 28, the longitudinal beam 28 and the transverse beam 26 can rotate as a unit, and a reaction force with respect to the side collision load can be generated in the upper longitudinal beam 30 of the longitudinal beam 28.

[0066] Further, in the present embodiment, the longitudinal beam 28 is constituted by the upper longitudinal beam 30 that extends upward compared to the transverse beam 26, and the lower longitudinal beam 32 that extends downward compared to the transverse beam 26. Thus, in the present embodiment, by having the upper longitudinal beam 30 and the lower longitudinal beam 32, the longitudinal beam 28 can be disposed in a position where deformation of the door panel (the door inner panel 18 and the door skin 20) at the time of input of a side collision load is optimally suppressed in each of the upper and lower portions of the transverse beam 26. Further, the thickness and material of the upper longitudinal beam 30 and the lower longitudinal beam 32 can be optimized, respectively. Further, the upper longitudinal beam 30 and the lower longitudinal beam 32 can be easily formed, for example, using a mold.

[0067] In the present embodiment, the longitudinal beam 28 is joined to the portion of the transverse beam 26 that bulges most toward the vehicle width direction outer side in plan view. Thus, in the present embodiment, the upper portion of the longitudinal beam 28 can be displaced more toward the vehicle width direction outer side and a greater reaction force can be generated. As a result, in the present embodiment, by this greater reaction force, the side collision load absorbing performance can be improved, and deformation of the side door 12 can be suppressed.

[0068] Further, in the present embodiment, the thickness dimension (T1) in the vehicle width direction in the connecting portion 36 of the longitudinal beam 28 to the transverse beam 26 is equal to the thickness dimension (T3) in the vehicle width direction of the transverse beam 26 (T1=T3). Thus, in the present embodiment, the strength of the connecting portion 36 of the longitudinal beam 28 to the transverse beam 26 and the strength of the transverse beam 26 can be equally ensured.

[0069] Further, in the present embodiment, the thickness dimension (T2) in the vehicle width direction at the free end 42 (end portion) of the longitudinal beam 28 is smaller than the thickness dimension (T1) in the connecting portion 36 of the longitudinal beam 28 to the transverse beam 26 (T1>T2). Thus, in the present embodiment, the longitudinal beam 28 can be disposed up to the end portion of the door panel of the side door 12 without increasing the thickness of the door panel of the side door 12.

[0070] Furthermore, in this embodiment, the longitudinal beam 28 has a cross-sectional shape orthogonal to the axis, forming a U-shape with an opening towards the vehicle compartment. This allows for an expansion of both the input and output surfaces of the reaction force in this embodiment. Additionally, the longitudinal beam 28 is easy to form.

[0071] Next, variations of this embodiment will be described below.

[0072] like Figure 8 As shown, in the first modified example, the side door 12a contacts the upper end (free end 42) of the upper longitudinal beam 30 and the lower end (free end 42) of the lower longitudinal beam 32, both of which are disposed within the side door 12a. Contact with the buffer member 44 prevents noise caused by vibration. Furthermore, contact with the buffer member 44 can occur at least at either the upper or lower end.

[0073] like Figure 9 as well as Figure 10 As shown, in the second modified example of the side door 12b, the upper end (free end 42) of the upper longitudinal beam 30 along the axial direction is positioned below the door skin upper reinforcement 48 extending in the front-rear direction of the vehicle in the waistline portion 46. Therefore, when a side collision load is input, the free end 42 of the upper longitudinal beam 30 will not interfere with the door skin upper reinforcement 48, allowing for rotational movement.

Claims

1. A vehicle door structure for a vehicle, characterized by comprising: having: a cross beam provided in a vehicle door and extending in a vehicle longitudinal direction; and a longitudinal beam provided in the vehicle door and extending in a vehicle vertical direction, vehicle front and rear end portions of the cross beam are fixed to a door frame, the longitudinal beam is composed of an upper longitudinal beam extending upward from the cross beam and a lower longitudinal beam extending downward from the cross beam, the upper and lower longitudinal beams are each composed of the same structure, the upper and lower longitudinal beams are each fixed to a middle portion of the cross beam in the axial direction in a cantilevered state, the upper and lower longitudinal beams each have a beam body portion and a coupling portion provided at an end portion of the beam body portion, the coupling portion has an L-shaped cross section and is composed of a flat plate portion and a bent portion bent from a vehicle width direction outer end portion of the flat plate portion toward the vertical direction substantially orthogonally, a vehicle front-rear direction dimension of the flat plate portion is larger than a vehicle front-rear direction dimension of the end portion of the beam body portion, the flat plate portion is joined to upper and lower surfaces of the beam body portion, respectively, the bent portion is joined to vehicle width direction outer side surfaces of the cross beam, respectively.

2. The vehicle door structure according to claim 1, wherein upper and lower end portions of the longitudinal beam in the axial direction are each a free end not in contact with a surrounding element.

3. The vehicle door structure according to claim 1 or 2, wherein the longitudinal beam is combined with at least two adjacent side surfaces of the cross beam.

4. The vehicle door structure according to claim 1 or 2, wherein the longitudinal beam is composed integrally with the cross beam.

5. The vehicle door structure according to claim 1 or 2, wherein the cross beam has a curved shape bulging outward in the vehicle width direction, in a plan view, the longitudinal beam is combined with a portion of the cross beam most bulging outward in the vehicle width direction.

6. The vehicle door structure according to claim 1 or 2, wherein a thickness dimension (T1) of the longitudinal beam in the vehicle width direction at a portion combined with the cross beam is equal to a thickness dimension (T3) of the cross beam in the vehicle width direction (T1=T3), a thickness dimension (T2) of the longitudinal beam in the vehicle width direction at an end portion thereof is smaller than the thickness dimension (T1) of the longitudinal beam in the vehicle width direction at the portion combined with the cross beam (T1>T2).

7. The vehicle door structure according to claim 1 or 2, wherein a cross-sectional shape of the longitudinal beam orthogonal to the axis is composed in a cross-shaped section opening toward a passenger compartment.

8. The vehicle door structure according to claim 1 or 2, wherein at least one of an upper end portion or a lower end portion of the longitudinal beam is in contact with a cushion member provided in the vehicle door.

9. The vehicle door structure according to claim 1 or 2, wherein an upper end of the longitudinal beam in the axial direction is disposed lower than a door skin upper reinforcement extending in the vehicle front-rear direction in a beltline portion.

10. The vehicle door structure according to claim 1, wherein The upper longitudinal beams and the lower longitudinal beams are respectively off-axis and coupled relative to the transverse beams at positions offset in the vehicle fore-aft direction.

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