Vehicle door structure and motor vehicle

Abstract

Vehicle door structure (1), in particular for a side door (101) of a motor vehicle, with at least one impact support (2) for stabilizing a vehicle door (100) in the event of an impact, wherein the impact beam (2) has at least in longitudinal sections a wave-like cross-sectional profile (3) with three wave crests (13) and with four wave troughs (23), characterized by that the wave-like cross-sectional profile (3) has a radius (103) of less than 4 mm in all transition areas (93) between a flank (33) and a wave crest (13) and between a flank (33) and a wave trough (23). and that the flanks (33) extending from a common wave crest (13) are arranged at an angle (43) of 10° and the flanks (33) extending from a common wave trough (23) are arranged at an angle (53) of 8° to each other. and that the wave-like cross-sectional profile (3) has a ratio of a first width (63) to a wave peak height (73) of 1:2 + / - 10 mm, wherein the first width (63) is defined as a maximum distance between two flanks (33) extending from a common wave peak (13), and that the wave-like cross-sectional profile (3) has a ratio of a second width (83) to a wave peak height (73) of 1:3 + / - 10 mm, wherein the second width (83) is defined as a maximum distance between two flanks (33) extending from a common wave trough (23), and that the impact beam (2) is at least partially made of a Twinning-Induced Plasticity steel (TWIP steel) and is produced by at least one deep-drawing process and that the impact beam (2) does not have a strike plate and that the wave peaks (13) are aligned to an operational outside (4) of the vehicle door structure (1) and the wave troughs (23) are aligned to an operational inside (14) of the vehicle door structure (1) and that the impact beam (2) is attached to at least one outer door skin (5) by means of at least one support adhesive (6) at least in the area of ​​the wave peaks (13).

Description

[0001] The present invention relates to a vehicle door structure with at least one impact support for stabilizing a vehicle door in the event of an impact.

[0002] The doors of motor vehicles, including passenger cars, are often equipped with an impact beam designed to absorb longitudinal and lateral forces. Such forces act on the door during collisions. The impact beam therefore has a significant impact on the door's stability and crash safety.

[0003] GB 2 152 883 A discloses a side impact beam with three wave crests and a strike plate, which is bonded to the door skin. GB 1 437 575 A describes a side impact beam which is filled with polyurethane foam on the door skin side. DE 102 56 137 B3 discloses a wave-shaped side impact beam in which the legs of the waves are arranged in a V-shape at an opening angle between 25° and 60°.

[0004] The object of the present invention is therefore to improve the crash performance of a vehicle door. In particular, an impact beam is to be provided which can absorb the forces in the event of a crash particularly reliably and which is preferably easy to manufacture and has the lowest possible weight.

[0005] This problem is solved by a vehicle door structure having the features of claim 1 and by a motor vehicle according to claim 6. Preferred embodiments are the subject of the dependent claims. Further advantages and features of the present invention will become apparent from the general description and the description of exemplary embodiments.

[0006] The vehicle door structure according to the invention is particularly intended for, or designed as, a side door of a motor vehicle. The vehicle door structure comprises at least one impact beam for stabilizing a vehicle door in the event of an impact. The impact beam has, at least along its length, a wave-like cross-sectional profile with at least three wave crests and at least four wave troughs. The wave-like cross-sectional profile has a radius of less than 5 mm in at least one transition region between a flank and a wave crest and / or between a flank and a wave trough. The impact beam is at least partially made of a twinning-induced plasticity (TWIP) steel. The wave crests are oriented towards an operating outer side of the vehicle door structure, and the wave troughs towards an operating inner side of the vehicle door structure.The impact beam is attached to at least one outer door skin by means of at least one support adhesive, at least in the area of ​​the wave peaks.

[0007] The present invention offers many advantages. A significant advantage is the impact beam with the cross-sectional profile according to the invention. This allows for a considerable improvement in crash safety. Furthermore, such an impact beam can be manufactured with particular ease and offers a very low weight.

[0008] In particular, the wave-like cross-sectional profile includes three wave peaks and / or four wave troughs.

[0009] The wave-like cross-sectional profile includes at least seven extrema. These extrema are specifically minima and maxima. In particular, a wave crest corresponds to a maximum and / or a wave trough to a minimum.

[0010] The cross-sectional profile according to the invention results in a total of at least three wave crests, each extending from a wave trough to a wave peak and from there back to a wave trough. In particular, at least three U-shaped wave crests are provided. Other wave shapes are also possible, for example, at least three V-shaped wave crests. Combinations of wave crests exhibiting different wave shapes can also be provided.

[0011] Preferably, the impact beam is designed as a double-W profile, at least along its length. It is also possible that the impact beam comprises at least one double-W profile.

[0012] In a particularly advantageous embodiment, the flanks extending from a common wave crest are arranged at an angle of 8° to 12°, and preferably 10°, to each other. Larger or smaller angles are also possible.

[0013] In another advantageous embodiment, the flanks extending from a common wave trough are arranged at an angle of 6° to 10°, and preferably 8°, to each other. Smaller or larger angles are also possible.

[0014] Such designs have the advantage that the wave-like cross-sectional profile has a particularly shallow draft angle. As described previously, the wave-like cross-sectional profile specifically features a draft angle of 8° or 10°. This offers a particularly high level of safety in the event of an impact. As a result, the profile can be reliably prevented from being pulled out of alignment.

[0015] With conventional impact beams, the profile being pulled upwards, particularly by lateral forces, poses a significant problem that severely impairs their protective effect. Therefore, such impact beams often incorporate a strike plate. In contrast, a particular advantage of the vehicle door structure according to the invention is that, for example, the previously described draft angle eliminates the need for a strike plate or similar component. This significantly simplifies manufacturing and reduces the overall weight of the impact beam without compromising safety.

[0016] Preferably, the wave-like cross-sectional profile has a ratio of first width to wave peak height of 1:2 ± 10 mm. The first width is defined, in particular, as the maximum distance between two flanks extending from a common wave peak. A smaller or larger ratio of first width to wave peak height is also possible.

[0017] It is also preferred that the wave-like cross-sectional profile has a ratio of second width to wave peak height of 1:3 ± 10 mm. The second width is defined in particular as a maximum distance between two flanks extending from a common wave trough. A smaller or larger ratio of second width to wave peak height is also possible.

[0018] The peak height corresponds specifically to a maximum wave peak height. A mean wave peak height and / or minimum wave peak height are also possible.

[0019] The previously described ratios of the first width and second width to the wave peak height can significantly improve the crash safety of the impact beam. For example, this can effectively counteract unwanted uplift of the profile.

[0020] For example, the wave peak height is at least 25 mm, preferably at least 30 mm, and particularly preferably at least 35 mm. In particular, the wave peak height is between 36 mm and 42 mm. For example, the wave peak height is 39 mm. The wave peak height can also be 45 mm, 50 mm, 60 mm, or more. A lower wave peak height is also possible.

[0021] The first width is in particular at least 10 mm, and preferably at least 15 mm, and particularly preferably at least 18 mm. In particular, the first width is between 16 mm and 23 mm. For example, the first width is 19.5 mm. A smaller or larger first width is also possible. The first width can, for example, also be 30 mm or more.

[0022] The second width is in particular at least 5 mm, and preferably at least 10 mm, and particularly preferably at least 12 mm. In particular, the second width is between 11 mm and 15 mm. For example, the second width is 13 mm. A smaller or larger second width is also possible. The second width can, for example, also be 25 mm or more.

[0023] The wave-like cross-sectional profile preferably has a radius of less than 5 mm, and preferably 4 mm or less, in at least one transition area between a flank and a wave crest and / or between a flank and a wave crest. Such a radius significantly improves the crash safety of the impact beam. This effectively prevents unfavorable deformations in the event of a crash and, for example, the risk of the beam being pulled up. In particular, such a radius is provided in all transition areas. A radius of 3.5 mm or less, or 3 mm or less, is also possible. A radius of less than 6 mm, 7 mm, or 8 mm is also possible. Larger radii are also possible.

[0024] In all embodiments, it is preferred that the impact beam be made at least partially of a steel material, and particularly preferably of a twinning-induced plasticity steel (TWIP steel). Such a material offers particularly good uniformity properties. With such a material, the previously described structural and dimensional properties can be achieved particularly reliably and easily. In particular, such a material allows for the particularly advantageous implementation of the small draft angle and the correspondingly large drawing depth, as well as the previously described width-to-peak-height ratios and the radii in the transition areas. Furthermore, the material properties are significantly improved during forming.

[0025] TWIP steel is understood to be, in particular, a steel with plasticity induced by twinning. TWIP steel exhibits, in particular, an elongation greater than 40%. For example, a steel material corresponding to TWIP 950, such as that supplied by Poco, is intended.

[0026] In particular, at least the section with the wave-like cross-sectional profile is made of the material described above. Preferably, the entire impact beam is made of the material described above.

[0027] The impact beam has a thickness of between 0.7 mm and 1.6 mm, and preferably between 1 mm and 1.3 mm, at least in one section with the corrugated cross-sectional profile. For example, a thickness of 1.2 mm is provided. Larger or smaller thicknesses are also possible. In particular, the impact beam is designed as a sheet metal part with such a thickness. It is possible that the thickness may be larger or smaller in certain areas, for example, due to manufacturing variations.

[0028] The impact beam is preferably manufactured by at least one deep-drawing process. In particular, the impact beam is designed as a deep-drawn component or comprises at least one such component. It is also possible that the impact beam is manufactured by at least one other suitable forming process. This allows the cross-sectional profile described above to be manufactured particularly advantageously.

[0029] The impact beam is specifically equipped with exposed or uncovered wave troughs. In particular, the impact beam does not have a closing plate. Specifically, the wave troughs and / or wave crests are not covered by a closing plate or a comparable component. Such designs allow for a significant reduction in the impact beam's weight. The cross-sectional profile configurations described above enable a particularly high level of safety. For example, the configurations described above effectively counteract any tendency to pull the beam upwards, thus eliminating the need for a closing plate. However, it is also possible for the impact beam to include at least one closing plate.

[0030] It is possible that the at least three wave peaks have different peak heights. In particular, the peak height decreases continuously or variably from one peak to the next. Specifically, the impact beam has a cross-sectional height that decreases across its width. In particular, the greatest and / or the smallest peak height is located at an outer peak. It is also possible that the greatest and / or the smallest peak height is located at at least one peak situated between the two outermost peaks. A single peak can have a variable or a constant peak height.

[0031] It is also possible that the cross-sectional width of the wave crests is greater than that of the wave troughs. Conversely, it is also possible that the wave troughs and wave crests have the same cross-sectional width.

[0032] According to the invention, the wave crests are aligned towards an operational outer surface of the vehicle door structure. According to the invention, the wave troughs are aligned towards an operational inner surface of the vehicle door structure. The wave crests are particularly aligned towards an outer door skin. The wave troughs are particularly aligned towards a window lifting mechanism and / or door glass mechanism.

[0033] The vehicle door structure is particularly suitable for installation within a vehicle door. The wave crests point towards the outside of the vehicle door, and the wave troughs point towards the inside. The operating inside and outside of the vehicle door structure correspond, in particular, to the operating inside and outside of the vehicle door itself.

[0034] The impact beam runs primarily in the X-direction, i.e., in a longitudinal direction of the vehicle. The wave crests and troughs are oriented primarily in the Y-direction, i.e., perpendicular to a longitudinal direction of the impact beam.

[0035] According to the invention, the impact beam is bonded to at least one door outer skin, at least in the region of the wave crests, by means of at least one supporting adhesive. In particular, a supporting adhesive is arranged between the impact beam and the door outer skin. Specifically, the supporting adhesive is applied to the wave crests. It is possible that at least one bead of the supporting adhesive is applied to each wave crest. This provides advantageous stabilization of the door outer skin and, at the same time, good door acoustics. Another suitable fastening means is also possible. The door outer skin is, in particular, designed as an outer door panel. The impact beam is specifically designed and suitable for being bonded to a door outer skin.

[0036] In particular, the impact beam has at least one receiving section at each end for connection to a door body. The door body is, for example, designed as an inner door panel or comprises at least one such panel. It is also possible that the impact beam has at least one receiving section between its ends. In particular, the impact beam can be attached at least in a front door area and / or in a rear door area. It is possible that the impact beam is flattened in the area of ​​the receiving section or designed without wave crests and / or troughs.

[0037] In particular, the mounting bracket can be positioned in the lower half of a vehicle door. It is also possible for the impact beam to be positioned in the upper half of the vehicle door. The impact beam can also extend over both halves. The position of the impact beam is specifically dependent on the vehicle height or the height of the vehicle door.

[0038] In particular, the impact beam can be arranged horizontally or diagonally from the front top to the rear bottom in a vehicle door. Other suitable arrangements of the impact beam are also possible.

[0039] The motor vehicle according to the invention is in particular designed as a passenger car. The motor vehicle comprises at least one vehicle door with at least one vehicle door structure according to one of the preceding claims. It is also possible that the motor vehicle comprises at least one vehicle door structure designed as a vehicle door according to one of the preceding claims. The vehicle door is in particular a side door.

[0040] The motor vehicle according to the invention also offers many advantages and provides a particularly high level of safety for the occupants.

[0041] The impact beam serves in particular to absorb longitudinal loads and / or lateral loads acting on a vehicle door, such as those that occur especially during impact events or crash events.

[0042] The vehicle door structure is specifically designed for a vehicle door, preferably a side door. The vehicle door structure can also be designed for a different type of vehicle door, for example, a rear door and / or front door. The vehicle door structure is specifically designed for a passenger car. It is also possible that the vehicle door structure is designed as a vehicle door or at least comprises one. The vehicle door structure can comprise at least one door body and / or at least one door outer skin. In particular, the door body comprises at least one inner door part. The impact beam is specifically designed and configured to be connected to the door body and / or the door outer skin.

[0043] Further advantages and features of the present invention will become apparent from the exemplary embodiment, which is explained below with reference to the accompanying figure.

[0044] The figures show: Fig. 1 a purely schematic representation of a vehicle door structure according to the invention in a side view of the outside; Fig. 2 a schematic representation of the vehicle door structure in a line AA of the Fig. 1 sectional view; Fig. 3 a schematic detailed representation of a cross-sectional profile of the vehicle door structure.

[0045] The Fig. Figure 1 shows a vehicle door structure 1 according to the invention, as it can be used, for example, on a motor vehicle according to the invention. The vehicle door structure 1 is installed here in a vehicle door 100 designed as a side door 101.

[0046] The vehicle door structure 1 is designed here as an impact beam 2. The impact beam 2 has a cross-sectional profile 3, which includes three wave crests 13 and four wave troughs 23. The impact beam 2 is provided here by a double-W profile 12.

[0047] The impact beam 2 is attached to a door base 7 of the vehicle door 100, which is designed as an inner door panel. For better visibility of the impact beam 2, the outer door skin 5 or outer door panel of the vehicle door 100 is not shown here. The outer door skin 5 can, for example, be arranged or attached to an outer surface 4 of the impact beam 2.

[0048] The impact beam 2 has a receiving section 22 at each of its ends. The impact beam 2 can be connected to the door body 7 via the receiving sections 22. The impact beam 2 runs diagonally from the front top to the rear bottom of the vehicle door 100.

[0049] In the Fig. 2 is the vehicle door structure 1 of the Fig. Figure 1 shows a view cut along line AA. The outer door skin 5 is indicated.

[0050] An inner side 14 of the impact beam 2 points here towards the operational inner side of the vehicle door 100. The inner side 14 is, for example, aligned towards a window regulator mechanism and / or door glass mechanism not shown here.

[0051] The arrangement of the cross-sectional profile 3 is particularly clear in the illustration shown here. The wave crests 13 are aligned with the outer door skin 5. The wave troughs 23 are aligned with the inner side of the vehicle door 100. The wave crests 13 are located on the operational outer side 4 of the vehicle door structure 1, and the wave troughs 23 are located on the operational inner side 14 of the vehicle door structure 1.

[0052] The Fig.Figure 3 shows a detailed view of the impact beam 2 of the vehicle door structure 1 in cross-section. This makes the cross-sectional profile 3 with the wave crests 13 and the wave troughs 23 particularly easy to see.

[0053] To illustrate the arrangement or structure of the cross-sectional profile 3, an interface 123 is shown here. The interface 123 does not, in particular, represent a component.

[0054] The outer door skin 5 is attached to the impact beam 2 by means of a support adhesive 6. Thirteen beads of the support adhesive 6 are applied along each crest of the wave. This provides particularly good stabilization of the outer door skin 5 and also produces a particularly high-quality door closing sound.

[0055] In order to offer particularly high safety in the event of a crash, the cross-sectional profile 3 here has a particularly low draft angle, a particularly large drawing depth and particularly small radii.

[0056] To achieve the smallest possible draft angle, the flanks 33 extending from a common wave crest 13 are arranged at an angle 43 of, for example, 10° to each other. Furthermore, the flanks 33 extending from a common wave trough 23 are arranged at an angle 53 of, for example, 8° to each other. Such a small draft angle of 8° or 10° effectively prevents the profile from curling up. This eliminates the need for a closing plate.

[0057] The cross-sectional profile 3 here has a first width of 63, which corresponds to a maximum distance between two flanks 33 extending from a common wave crest 13. Furthermore, the cross-sectional profile 3 here has a second width of 83, which corresponds to a maximum distance between two flanks 33 extending from a common wave trough 23.

[0058] The first width 63 is in a ratio of approximately 1:2 to a wave peak height 73, for example, 1:2 + / - 10 mm. The second width 83 is in a ratio of approximately 1:3 to the wave peak height 73, for example, 1:3 + / - 10 mm. This results in a particularly high degree of stability and safety. These properties are achieved here through a particularly large drawing depth.

[0059] For example, the wave peak height 73 here is a maximum of 39 mm. For example, the first width 63 is 19.5 mm. The second width 83 is, for example, 13 mm. A total width 113 of the impact beam 2 or the cross-sectional profile 3 is, for example, 92 mm. The thickness of the impact beam 2 in the area of ​​the cross-sectional profile 3 is, for example, between 1 mm and 1.3 mm.

[0060] The cross-sectional profile 3 exhibits particularly small radii 103 in the transition areas 93 between the flanks 33 and the wave crests 13, as well as between the flanks 33 and the wave troughs 23. For example, radii 103 of 4 mm or less are provided.

[0061] In order to make particularly advantageous use of the drawing depth, the particularly low draft angle and the small radii, the impact beam 2 is made of TWIP steel and is particularly deep-drawn.

[0062] The impact beam 2 presented here has the particular advantage that the shape of the cross-sectional profile 3 reliably maintains its cross-section during an impact event, such as a side crash. The shallow draft angle and the ratio of width 63.83 to height 73, as well as the small radii 103, ensure that the cross-sectional profile 3 can be drawn. The large drawing depth, shallow draft angle, and small radii 103 can be implemented particularly easily and reliably using TWIP steel.

[0063] The invention presented here offers a particularly safe impact beam 2. A locking plate can be omitted, or the corrugated troughs 23 can remain open. This eliminates the need for complex welding and, for example, laser welding of the locking plate. Furthermore, the weight is reduced by eliminating the locking plate. Due to the previously described shape and structural design of the cross-sectional profile 3, the profile can be reliably prevented from being pulled open by a transverse force, even without the locking plate. Reference symbol list: 1 Vehicle door structure 2 impact beams 3 Cross-sectional profile 4 Outside 5 Door outer skin 6 support adhesives 7 Door frame 12 Double W-profile 13 wave peaks 14 Inside 22 Recording section 23 troughs 33 Flank 43 angles 53 angles 63 width 73 wave peak height 83 width 93 Transition area 100 vehicle doors 101 Side door 103 radius 113 Total width 123 Interface

Claims

[1] Vehicle door structure (1), in particular for a side door (101) of a motor vehicle, comprising at least one impact support (2) for stabilizing a vehicle door (100) in the event of an impact, wherein the impact beam (2) has at least in longitudinal sections a wave-like cross-sectional profile (3) with three wave crests (13) and with four wave troughs (23), characterized by , that the wave-like cross-sectional profile (3) has a radius (103) of less than 4 mm in all transition areas (93) between a flank (33) and a wave crest (13) and between a flank (33) and a wave trough (23). and that the flanks (33) extending from a common wave crest (13) are arranged at an angle (43) of 10° and the flanks (33) extending from a common wave trough (23) are arranged at an angle (53) of 8° to each other. and that the wave-like cross-sectional profile (3) has a ratio of a first width (63) to a wave peak height (73) of 1:2 + / - 10 mm, wherein the first width (63) is defined as a maximum distance between two flanks (33) extending from a common wave peak (13), and that the wave-like cross-sectional profile (3) has a ratio of a second width (83) to a wave peak height (73) of 1:3 + / - 10 mm, wherein the second width (83) is defined as a maximum distance between two flanks (33) extending from a common wave trough (23), and that the impact beam (2) is at least partially made of a Twinning-Induced Plasticity steel (TWIP steel) and is produced by at least one deep-drawing process and that the impact beam (2) does not have a strike plate and that the wave peaks (13) are aligned to an operational outside (4) of the vehicle door structure (1) and the wave troughs (23) are aligned to an operational inside (14) of the vehicle door structure (1) and that the impact beam (2) is attached to at least one outer door skin (5) by means of at least one support adhesive (6) at least in the area of ​​the wave peaks (13). [2] Vehicle door structure (1) according to the preceding claim, wherein the impact beam (2) has a thickness between 0.7 mm and 1.6 mm and preferably between 1 mm and 1.3 mm at least in one section with the wave-like cross-sectional profile (3). [3] Vehicle door structure (1) according to one of the preceding claims, wherein the impact beam (2) is equipped with exposed wave troughs (23). [4] Vehicle door structure (1) according to one of the preceding claims, wherein the three wave peaks (13) have different wave peak heights (73) and / or wherein a cross-sectional width of the wave peaks (13) is greater than a cross-sectional width of the wave troughs (23). [5] Vehicle door structure (1) according to one of the preceding claims, wherein the impact beam (2) has at least at least one receiving section (22) at each end for connection with a door base body (7). [6] Motor vehicle, in particular passenger car, comprising at least one vehicle door (100) with at least one vehicle door structure (1) according to one of the preceding claims.

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