Locking bar assembly

Abstract

Locking bracket assembly (10A) with: a reinforcement (4) which is provided on a vehicle body and is designed with an insertion hole (14); an outer panel (18) for covering the reinforcement (4), wherein the outer panel (18) has a locking bar mounting surface (18M) which is arranged to be spaced apart from the reinforcement (4); a reinforcement component (22A; 22B; 22C) that is fixed to the locking bar mounting surface (18M) and to a locking bar (12); and a first connecting rod (24A) which is fixed to the reinforcement component (22A; 22B; 22C), wherein the first connecting rod (24A) has a locking section (24Ab) which is inserted into the insertion hole (14) and has a contact section (24Ac) which extends along the reinforcement component (22A; 22B; 22C) in a direction towards an occupant compartment, wherein the reinforcement (4) has a contact surface (4M) which faces an end of the contact section (24Ac) of the first connecting rod (24A) in the direction towards the passenger compartment, wherein the end of the installation section (24Ac) is arranged closer to the passenger compartment than an end of the locking bar (12) that is closest to the passenger compartment, and wherein the locking section (24Ab) of the first connecting rod (24A) is inserted into the insertion hole (14) closer to a first end of the insertion hole (14) which is closer to the reinforcing component (22A; 22B; 22C) than a second end of the insertion hole (14) which is located opposite to the first end of the insertion hole (14).

Description

[0001] This application claims priority over Japanese patent application No. 2019-74494, which was filed on April 10, 2019, and the contents of which are incorporated herein by reference in their entirety for all purposes.

[0002] The present invention relates to a locking bar mounting assembly.

[0003] The subsequently published DE 10 2019 200 798 A1 discloses a locking bar assembly comprising: a reinforcement provided on a vehicle body and formed with an insertion hole; an outer panel for covering the reinforcement, wherein the outer panel has a locking bar mounting surface arranged to be spaced apart from the reinforcement; a reinforcement component fixed to the locking bar mounting surface and to a locking bar; and a first connecting rod fixed to the reinforcement component, wherein the first connecting rod has a locking section inserted into the insertion hole and a contact section extending along the reinforcement component in a direction towards an occupant compartment, the reinforcement having a contact surface facing an end of the contact section of the first connecting rod in the direction towards the occupant compartment.

[0004] Another similar locking bar assembly design is known from DE 10 2013 209 834 A1.

[0005] A catch-type mounting support assembly (similar to a striker mounting assembly) can be provided for vehicle doors. This assembly prevents a door from entering a passenger compartment in the event of a side collision with a vehicle body.

[0006] The assembly consists of a reinforcement and a tubular component (corresponding to a connecting rod) mounted to a vehicle body. The reinforcement, for example, has a substantially box-shaped cross-section with a front and rear reinforcement face. One end of the tubular component is fixed to the front reinforcement face, and the other end is fixed to the rear reinforcement face.

[0007] The mounting assembly is designed for attachment to a side component of the vehicle body, for example, a rear wheel arch section (which corresponds to the vehicle body). A retaining component (corresponding to a locking bar) is mounted to the tubular component by screwing in a mounting bolt or bolts. This mounting assembly is highly resistant to the application of an impact load in the event of a side collision.

[0008] The mounting structure is fixed to the rear wheel arch section. Therefore, the impact load generated in the event of a side collision is applied directly to the reinforcement via the mounting structure. As a consequence, the reinforcement can be slightly deformed by the impact.

[0009] According to one aspect of the present embodiment, the present disclosure relates to a latch mounting assembly designed to mount a latch to a vehicle body. A hook, fixed to a door, engages with the latch. A reinforcement, having an insertion hole or holes, can be attached to the vehicle body. An outer panel covering the reinforcement can have a latch mounting surface arranged to be spaced apart from the reinforcement. The reinforcement can be fixed to the latch and the latch mounting surface. A connecting rod can be fixed to the reinforcement. The connecting rod can have a locking section designed to be inserted into an insertion hole and can have a contact section extending along the reinforcement in the direction toward the passenger compartment.One end of the connecting rod's section can face a mounting surface of the reinforcement.

[0010] The end of the locking section is positioned closer to the passenger compartment than the end of the locking bar that is closest to the passenger compartment. The locking section of the connecting rod is inserted into the insertion hole near the end of the insertion hole that is closer to the side of the reinforcement component.

[0011] Therefore, when an impact is applied to a side of the vehicle body, the door is deformed and the door hook pulls the striker. The reinforcement component and the connecting rod move together with the striker in such a way that the locking section of the connecting rod engages a perforated surface of the insertion hole(s) of the reinforcement. Consequently, the force caused by the collision is not applied directly, but rather indirectly to the reinforcement. Furthermore, the contact section of the connecting rod comes into contact with the contact surface of the striker. Therefore, the force resulting from the collision is distributed between the locking section of the connecting rod and the contact section. As a result, this effectively prevents the door from swinging open towards the passenger compartment.

[0012] According to another aspect of the present embodiment, the hook can be located at a rear end of the door. The strike plate mounting surface can be situated in front of the reinforcement. Therefore, if the door hook moves forward due to the collision with the door, the impact is reliably transferred to the reinforcement via the strike plate mounting surface.

[0013] According to a further aspect of the present embodiment, the insertion hole(s) can open away from the passenger compartment. The connecting rod can have a rod section that extends in a forward / reverse direction within the vehicle. The locking sections can extend from the rod section into the interior of the passenger compartment to be inserted into the insertion hole(s). Consequently, curved sections are formed between the rod and the locking sections. The impact applied to the vehicle body can thus be additionally absorbed due to the deformation of the curved sections.

[0014] According to another aspect of the present embodiment, a reinforcing component rests against a rear surface of the strike plate mounting surface, with the surface facing the reinforcement. The strike plate rests against a front surface that is opposite the rear surface of the strike plate mounting surface. The strike plate and the reinforcing component thus work together to clamp the strike plate mounting surface. In this way, the strike plate and the reinforcing component can be securely mounted to the strike plate mounting surface.

[0015] According to another aspect of the present embodiment, the connecting rod can have a rod section extending in the forward / reverse direction of the vehicle. The locking section extends from a first end of the rod section towards the passenger compartment and is inserted into the mounting hole. A contact section extends from a second end of the rod section towards the passenger compartment. Therefore, a curved section is formed between the rod section and the locking section. A curved section is also formed between the rod section and the contact section. This allows for the absorption of the impact applied to the vehicle body due to the deformation of the curved section.

[0016] According to a further aspect of the present embodiment, the end of the reinforcement facing the passenger compartment can have a flange-like design. The reinforcement can have a hat-shaped cross-section. The end can have a contact surface. The end of the flange-like design is joined to another component in such a way that its strength is increased. The contact surface can be formed at this end. This ensures that the contact surface reliably supports the contact section of the connecting rod. As a result, it reliably prevents the locking bar from moving towards the passenger compartment.

[0017] According to another aspect of the present embodiment, the connecting rod can comprise a first connecting rod, which is fixed to the upper part of the reinforcement component, and a second connecting rod, which is fixed to a lower part of the reinforcement component. The distance between the first and second connecting rods gradually decreases or increases in the reverse direction. The first and second connecting rods therefore effectively prevent movement of the locking bar assembly in an upward / downward direction. Rotation of the locking bar in a side view is thus prevented.

[0018] According to a further aspect of the present embodiment, a reinforcing plate can be provided to extend from the reinforcing component to the reinforcement. Therefore, the reinforcing component is reinforced by the reinforcing plate in such a way that the impact force can be effectively withstood by the reinforcing component.

[0019] According to another aspect of the present embodiment, the connecting rod is fixed to the reinforcement plate. Thus, the reinforcement plate and the connecting rod work together to strengthen the reinforcement component. As a result, the impact force can be absorbed more effectively by the reinforcement component.

[0020] According to another aspect of the present embodiment, the connecting rod can comprise a first connecting rod and a second connecting rod. The first connecting rod extends along the upper edge of the reinforcement plate and is fixed to the reinforcement plate. The second connecting rod extends along the lower edge of the reinforcement plate and is fixed to the reinforcement plate. The distance between the first connecting rod and the second connecting rod gradually decreases or increases in the reverse direction.

[0021] Therefore, the first and second connecting rods effectively prevent upward / downward movement of the striker assembly. This prevents the striker from rotating in the side view. The direction of the force applied to the striker is restricted when the impact is applied to the side of the vehicle body. Consequently, the strength of the striker can be improved if the reinforcement plate is made of a material with greater strength than the reinforcement component.

[0022] According to another aspect of the present embodiment, the reinforcing plate is a separate component from the reinforcing element and is attached to the reinforcing element. Therefore, the shape of the reinforcing plate can be flexibly selected and can, for example, be designed in a shape that corresponds to the shape of the reinforcement.

[0023] According to another aspect of the present embodiment, the reinforcing plate can have a ribbed pattern extending in the forward / backward direction to form a convex shape in a direction away from or towards the passenger compartment. Therefore, the strength of the reinforcing plate can be greater in the forward / backward direction. On the other hand, the reinforcing plate can be easily bent around the ribbed pattern in the upward / downward direction, allowing the impact to be absorbed further by the reinforcing plate.

[0024] Additional tasks, features and advantages of the present invention will be easily understood after reading the following detailed description together with the claims and the accompanying drawings. Fig. Figure 1 is a perspective view of an entire locking bar assembly according to a first embodiment. Fig. Figure 2 is a perspective exploded view of the locking bar assembly unit of Fig. 1. Fig. Figure 3 is an explanatory view showing a detailed assembly of the locking bar mounting structure of Fig. 1 represents. Fig. 4 is a cross-sectional view along line IV-IV of Fig. 3. Fig. 5 is an explanatory view showing a movement of the locking bar assembly of Fig. 1 in the case of a side collision. Fig. Figure 6 is an explanatory view of a locking bar assembly according to a second embodiment. Fig. Figure 7 is an explanatory view of a locking bar assembly according to a third embodiment. Fig. Figure 8 is an explanatory view of the locking bar assembly according to a fourth embodiment.

[0025] A latch mounting assembly is described with reference to the drawings. The latch mounting assembly may, for example, comprise a latch mounting unit designed to mount a latch to a vehicle body. The X-axis, Y-axis, and Z-axis shown in the drawings intersect perpendicularly. For the purposes of the following description, with reference to vehicle body 1, one X-direction is defined as "forward," one direction opposite to the X-direction as "backward," one Z-direction as "upward," and one direction opposite to the Z-direction as "downward." The Y-direction is defined as "left," and one direction opposite to the Y-direction as "right."

[0026] In Fig. 1 is an outer panel 18 not shown. Fig. Figure 1 shows a strike plate assembly for a door 2, which is provided on a left rear side section 1S of a vehicle body 1. A reinforcement 4 may be provided on the rear side section 1S of the vehicle body 1. As shown in Fig. As shown in Figure 3, an outer panel 18 can cover the reinforcement 4, a reinforcement component 20A, connecting rods 24A, 24B, and a reinforcement plate 22Ac. As also shown in Figure 3. Fig. As shown in Figure 3, a locking bar 12 does not need to be covered by the outer panel 18.

[0027] A hook 16 can be provided on a rear door end section 2A of door 2. When door 2 is closed, the hook 16 can lock into the striker 12. When the hook 16 is locked into the striker 12, the striker 12 prevents door 2 from entering the passenger compartment in the event of a side collision. The striker mounting assembly 10A (10) described below is designed to allow the striker 12 to be mounted to the vehicle body.

[0028] The locking bar 12 can be mounted on the vehicle body 1 and can be a component of a locking bar mounting unit 10U. As shown in Fig. As shown in Figure 2, the locking bar assembly unit 10U can include a locking bar 12, a reinforcement component 20A, connecting rods 24A, 24B, bolts BLT and a nut plate NLT.

[0029] As in Fig. As shown in Figure 3, the reinforcement 4 can be provided with an insertion hole 14. The insertion hole 14 can open in a direction away from the passenger compartment that is opposite to the direction inside the passenger compartment. The outer panel 18 can have a locking bar mounting surface 18M on its front side. The locking bar mounting surface 18M can be positioned spaced apart from the reinforcement 4 in the forward / reverse direction of the vehicle body.

[0030] As in Fig. As shown in Figure 2, the reinforcement component 20A can have two reinforcement components 21A, 22A. The locking bracket 12 can be fixed to one of the reinforcement components (reinforcement component 20A in this embodiment). In particular, the locking bracket 12 can have a locking bracket plate 12b, which is attached to the locking bracket mounting surface 18M (see Figure 2). Fig. 3) is arranged, and comprise a locking bar 12a which may be substantially U-shaped and projects from the locking plate 12b.

[0031] A mounting plate section 21Aa of the reinforcement component 21A, which is in Fig. As shown in Figure 2, it can be arranged on the rear side of the locking bar mounting surface 18M, as shown in Figure 2. Fig. Figure 3 shows the reinforcement component 22A being located on the rear side of the mounting plate section 21Aa of the other reinforcement component 21A. The nut plate NLT is located on the rear side of the reinforcement component 22A. Legs Ba of the bolts BLT are inserted sequentially into holes 12c in the locking bar 12, holes in the locking bar mounting surface 18M, and each of the holes 21Ab, 22Af in the corresponding reinforcement components 21A, 22A. The front ends of the legs Ba of the bolts BLT are screwed into nuts Na provided on the nut plate NLT. In this way, the locking bar 12 is fixed to the locking bar mounting surface 18M, together with the reinforcement component 20A, using the bolts BLT and the nut plate NLT.

[0032] With reference to Fig. 1 and Fig. 2. The reinforcement component 21A can, for example, be configured in an L-shape in a top view. The reinforcement component 21A can comprise a mounting plate section 21Aa and a side wall 21Ac that extends from an end edge of the mounting plate section 21Aa. The mounting plate section 21Aa faces the reinforcement 4, with a gap formed between them. The mounting plate section 21Aa can have a shape that generally follows a corresponding surface of the reinforcement 4. Two holes 21Ab are formed in the mounting plate section 21Aa into which the bolts BLT can be inserted. The reinforcement component 22A can be configured in a shape that generally matches the shape of the reinforcement component 21A. A reinforcement plate 22Ac can be formed at one end of the reinforcement component 22A that faces toward the outside of the occupant compartment.The reinforcement plate 22Ac can be oriented in the direction away from the passenger compartment.

[0033] As in Fig. As shown in Figure 2, the connecting rods 24A, 24B can have a U-shaped configuration. Each connecting rod 24A, 24B can have rod sections 24Aa, 24Ba, locking sections 24Ab, 24Bb, and fixing end sections 24Ac, 24Bc. The locking sections 24Ab, 24Bb extend from one end of the corresponding rod sections 24Aa, 24Ba (for example, ends close to each other, specifically a lower end of rod section 24a and an upper end of rod section 24Ba) in the direction towards the interior of the passenger compartment. The fixing end sections 24Ac, 24Bc extend from the other end of the corresponding rod sections 24Aa, 24Ba (for example, ends far apart, specifically an upper end of rod section 24Aa, a lower end of rod section 24Ba) in the direction towards the interior of the passenger compartment. The locking sections 24Ab, 24Bb are inserted into the same insertion hole 14 (see Fig. 3) inserted, which is formed in the reinforcement 4. The rod sections 24Aa, 24Ba serve to connect the locking sections 24Ab, 24Bb with the fixing end sections 24Ac, 24Bc.

[0034] As in Fig. As shown in Figure 2, the reinforcement component 22A can essentially have a Z-shape when viewed from the top. The reinforcement component 22A can have a plate-like main body 22Ad, a flange 22Ae, and a reinforcement plate 22Ac. The flange 22Ae extends from an inner edge, which is an edge near the occupant compartment, of the plate-like main body 22Ad in a direction away from the reinforcement 4 (see Figure 2). Fig. 1), for example, in the forward direction. The flange 22Ae can be positioned along an inner side of the side wall 21Ac of the reinforcement component 21A within a passenger compartment. The reinforcement plate 22Ac extends from an outer edge of the plate-like main body 22Ad within a passenger compartment in a direction towards the reinforcement 4, for example, in the rearward direction.

[0035] As in Fig. As shown in Figure 2, the reinforcement component 22A can have fixing sections 22Aa1, 22Aa2, 22Ab1, and 22Ab2, with the connecting rods 24A and 24B designed to be attached to these. The fixing sections 22Aa1 and 22Aa2 can extend from opposite ends of the plate-like main body 22Ad, for example, the top and bottom ends. The fixing sections 22Aa1 and 22Aa2 can, for example, have a semicircular base surface that matches the shape of the fixing end sections 24Ac and 24Bc of the connecting rods 24A and 24B. The fixing end sections 24Ac and 24Bc of the connecting rods 24A and 24B are welded to the inner circumferential surfaces of the fixing sections 22Aa1 and 22Aa2. The fixing sections 22Ab1, 22Ab2 extend from opposite ends of the reinforcement plate 22Ac, for example the upper and lower ends.The fixing end sections 22Ab1, 22Ab2 can, for example, have a semicircular base surface that corresponds to the shape of the rod sections 24Aa, 24Ba of the connecting rods 24A, 24B. The rod sections 24Aa, 24Ba of the connecting rods 24A, 24B are welded to the inner circumferential surfaces of the fixing sections 22Ab1, 22Ab2.

[0036] As in Fig. 1 and Fig. As shown in Figure 2, the connecting rods 24A, 24B are attached to the reinforcement component 20A. The locking sections 24Ab, 24Bb of the connecting rods 24A, 24B project from the reinforcement component 20A towards the reinforcement 4. The locking sections 24Ab, 24Bb are inserted into the insertion hole 14 formed in the reinforcement 4. The connecting rods 24A, 24B are arranged vertically in the upward / downward direction relative to each other. The rod sections 24Aa, 24Ba of the connecting rods 24A, 24B extend in the forward / backward direction. The distance between the rod sections 24Aa, 24Ba gradually decreases in the backward direction.

[0037] As in Fig. As shown in Figure 2, the reinforcement plate 22Ac can have two rib lines 22Ac1 extending in the forward / backward direction. The reinforcement plate 22Ac can also have an upper section 22Ac2, which is designed, for example, to have an essentially triangular shape between the rib lines 22Ac1. The reinforcement plate 22Ac is raised in the thickness direction such that the upper section 22Ac2 faces away from the occupant compartment. As an alternative to the two rib lines 22Ac1 and the upper section 22Ac2, only one rib line 22Ac1 can be provided. The reinforcement plate 22Ac is raised in the thickness direction such that the rib lines 22Ac1 are located outside the occupant compartment.

[0038] Fig. 4 and Fig. Figure 5 represents a movement of the locking bar assembly 10A during a side collision. The two-dot dashed lines in Fig. 5 indicate the position of the locking bar 12 before the side collision; the solid lines indicate the position of the locking bar 12 during a side collision.

[0039] As in Fig. As shown in Figure 4, the reinforcement 4 can have a U-shaped or a hat-shaped configuration in the XY plane. End sections 4A, 4B are provided at each end of the reinforcement 4. The end sections 4A, 4B can have an outwardly open, flange-like configuration and can be fixed to the vehicle body to be oriented inwards towards the passenger compartment. Joining the end sections 4A, 4B to another component allows for an increase in the strength of the contact surface 4M of the reinforcement 4, including the end sections 4A, 4B.

[0040] As in Fig. As shown in Figure 4, the connecting rod 24B can have a locking section 24Bb extending from the rear end of the rod section 24Ba towards the occupant compartment. The locking section 24Bb is inserted, from the outside, into the insertion hole 14 of the reinforcement 4. The connecting rod 24B has a fixing end section 24Bc (corresponding to a contact section). The fixing end section 24Bc extends from the front end of the rod section 24Ba towards the occupant compartment. The fixing end section 24Bc (corresponding to the contact section) has a front contact end 24Bd at its front end, the end closer to the interior of the occupant compartment. The front contact end 24Bd faces a contact surface 4M of the reinforcement 4.The section of the front attachment end 24Bd closest to the interior of the passenger compartment is positioned closer to the passenger compartment than the end of the locking bar 12 closest to the passenger compartment. When an impact is applied to the door 2 and the outer panel 18 is deformed, the connecting rod 24B moves such that the front attachment end 24Bd rests against the mounting surface 4M. A connecting rod 24A is designed identically to the connecting rod 24B. Specifically, the connecting rod 24A has a fixing end section 24Ac (corresponding to the attachment section) and a front attachment end 24Ad (corresponding to the end section of the attachment section in the direction facing inside the passenger compartment).

[0041] As in Fig. As shown in Figure 4, a first gap S1 can be formed between the front end 24Bd and the contact surface 4M. The connecting rod 24B is inserted into the insertion hole 14 to cover the front edge of the insertion hole 14. A second gap S2 can be formed between the locking section 24Bb of the connecting rod 24B and the front edge of the insertion hole 14. The second gap S2 is larger than the first gap S1. The connecting rod 24A is also inserted into the insertion hole 14 in a similar positional relationship to that of the connecting rod 24B and the insertion hole 14 described above. In other words, a first gap (not shown) is formed between the front end 24Ad of the connecting rod 24A and the contact surface 4M. A second gap (not shown) is formed between the locking section 24Ab of the connecting rod 24A and the front edge of the insertion hole 14.

[0042] As in Fig. As shown in Figure 5, in the event of a side collision, the rear door section moves towards the front of the vehicle body if, for example, the door is deformed. As a consequence, hook 16 moves (see Figure 5). Fig. 1) at the door forward. As a consequence, the hook 16 pulls the locking bar 12 forward. The movement of the locking bar 12 causes the entire reinforcement component to move forward along the vehicle body. As the reinforcement component 20A moves forward, the locking sections 24Ab, 24Bb of the connecting rods 24A, 24B are moved to engage the edges of the insertion hole 14 formed in the reinforcement 4. This engagement with the reinforcement 4 prevents further forward movement of the connecting rods 24A, 24B. Consequently, a reaction force is applied by the reinforcement 4 to the connecting rods 24A, 24B in the rearward direction of the vehicle body.This, plus the connection at the insertion hole 14, causes a rotational force to act on the connecting rods 24A, 24B, in particular a rotation about the locking sections 24Ab, 24Bb (for example in a direction indicated by the arrow in . Fig. 5 is marked).

[0043] As a consequence, it moves, as in Fig. As shown in Figure 5, the front end 24Bd of the connecting rod 24B moves rearward and rests against the mounting surface 4M. The locking section 24Bb of the connecting rod 24B moves forward and locks against the front edge of the insertion hole 14.

[0044] The use of multiple connecting rods 24A, 24B prevents the locking bar 12 from tilting, for example upwards or downwards, during a side collision. In contrast, if only one connecting rod is provided, the locking bar can be tilted / bent during a side collision around the section where the locking bar is locked in the insertion hole, for example due to rotation of the connecting rod. The present embodiment, on the other hand, prevents such a bending movement of the locking bar 12 with respect to the insertion hole 14 of the reinforcement 4. Removal of the hook 16 from the locking bar 12 is therefore prevented. Consequently, the door's entry into the passenger compartment can be prevented or delayed, as the reinforcement component 21A and the reinforcement 4 are gradually deformed during the side collision.

[0045] Fig. Figure 6 shows a locking bar assembly 10B (10) according to a second embodiment. The locking bar assembly 10B according to the second embodiment can have a reinforcement component 20B (21A, 22B) as an alternative to the reinforcement component 20A (21A, 22A), which is in Fig. 2 and Fig. 4 is shown. Additionally, the reinforcement 4 can have two insertion holes 14A, 14B, as shown in Fig. 6 is shown, in contrast to the single insertion hole 14, which is shown in Fig. 4 is shown.

[0046] As in Fig. As shown in Figure 6, the reinforcement component 22B can have a substantially Z-shaped configuration in plan view. The reinforcement component 22B can also comprise a plate-like main body 22Bd, a flange 22Be, and a reinforcement plate 22Bc. The flange 22Be extends from the inner edge of the plate-like main body 22Bd, which is closer to the passenger compartment, in a direction away from the reinforcement 4, for example, in the forward direction. The reinforcement plate 22Bc extends from the outer edge of the plate-like main body 22Bd, away from the passenger compartment, in a direction toward the reinforcement 4, for example, in the rearward direction.

[0047] As in Fig. As shown in Figure 6, the two connecting rods 24A, 24B can be attached to the reinforcement component 20B. The rod section 24Aa of the first connecting rod 24A is fixed along the upper edge of the reinforcement plate 22Bc. The rod section 24Ba of the second connecting rod 24B is fixed along the lower edge of the reinforcement plate 22Bc. The distance between the rod sections 24Aa, 24Ba gradually increases in the rearward direction. The locking sections 24Ab, 24Bb extend from the rear ends of the rod sections 24Aa, 24Ba to the interior of the occupant compartment. The locking sections 24Ab, 24Bb are inserted into respective insertion holes 14A, 14B of the reinforcement 4.

[0048] As in Fig. As shown in Figure 6, the locking sections 24Ab and 24Bb can be provided on the rear sections of the respective connecting rods 24A and 24B. The first locking section 24Ab is inserted into the first insertion hole 14A formed in the reinforcement 4. The second locking section 24Bb is inserted into the second insertion hole 14B formed in the reinforcement 4.

[0049] As in Fig. As shown in Figure 6, the first and second connecting rods 24A, 24B are fixed to an upper section and a lower section, respectively, of the reinforcement plate 22Bc. The distance between the rod sections 24Aa, 24Ba of the connecting rods 24A, 24B gradually increases in the reverse direction. Alternatively, as shown in Fig. As shown in Figure 3, the distance between the rod sections 24Aa and 24Ba decreases in the reverse direction. At least a portion of the distance-changing part 24SA of each of the rod sections 24Aa and 24Ba, where the distance between them changes, is fixed to the reinforcing plate 22Bc.

[0050] As in Fig. As shown in Figure 6, in the event of a side collision, the rear door section can move forward if the door is deformed. In this case, hook 16 pulls (see Figure 6). Fig. 1) formed on the door, the reinforcement component 20B moves forward over the locking bar 12. This allows the connecting rod 24A, which is attached to the reinforcement component 20B, to move forward. The locking section 24Ab of the connecting rod 24A therefore moves forward and downward to engage a lower front edge of the insertion hole 14A. The other locking section 24Bb of the other connecting rod 24B therefore moves forward and upward to engage an upper front edge of the insertion hole 14B. Furthermore, if the door deforms and the hook 16 pulls the locking bar 12 further forward, the reinforcement component 20B and / or the reinforcement 4 will gradually deform.

[0051] Reinforcement 4, which is in Fig. As shown in Figure 6, the reinforcement 4 can have two insertion holes 14A, 14B. Therefore, the force applied to the reinforcement 4 can be distributed over two points, in contrast to the reinforcement 4 which only has one insertion hole 14, as shown in Figure 6. Fig. Figure 3 shows that, as a consequence, the deformation of the reinforcement 4 can be further delayed and the entry of the door into the passenger compartment can be prevented or delayed.

[0052] Fig. Figure 7 shows a locking bar assembly 10C (10) according to a third embodiment. The locking bar assembly 10C can include a reinforcement component 20C (21A, 22C) which is in Fig. Figure 7 shows, as an alternative to the reinforcement components 20A (21A, 22A), which are in Fig. 2, Fig. 3 are shown.

[0053] As in Fig. As shown in Figure 7, the reinforcement component 22C can have a plate-like main body 22Cd, a flange 22Ce and a reinforcement plate 22Cc.

[0054] The flange 22Ce extends from the inner edge, the edge closer to the passenger compartment, of the plate-like main body 22Cd in a direction away from the reinforcement 4, for example, in the forward direction. In this embodiment, the reinforcement plate 22Cc is a component separate from the plate-like main body 22Cd and is attached to the plate-like main body 22Cd. The reinforcement plate 22Cc can extend, for example, from a region near the inner edge, an edge closer to the passenger compartment, of the plate-like main body 22Cd in the direction towards the reinforcement 4, for example, in the rearward direction.

[0055] As in Fig. As shown in Figure 7, the fixing sections 22Cb1, 22Cb2 are formed at both the upper and lower ends of the reinforcement plate 22Cc. The fixing sections 22Cb1, 22Cb2 can, for example, comprise a semicircular base surface that corresponds to the shape of the rod sections 24Aa, 24Ba of the connecting rods 24A, 24B. The rod sections 24Aa, 24Ba are welded to the inner circumferential surfaces of the fixing sections 22Cb1, 22Cb2.

[0056] As in Fig. As shown in Figure 7, the connecting rods 24A, 24B are attached to the reinforcement component 20C. The connecting rods 24A, 24B include locking sections 24Ab, 24Bb, which extend from the rod sections 24Aa, 24Ba to the occupant compartment. The locking sections 24Ab, 24Bb enter the insertion hole 14. The locking sections 24Ab, 24Bb are oriented in an upward / downward direction. The locking sections 24Ab, 24Bb are designed as fixing end sections or contact sections, each of which can be locked to the edge of the insertion hole 14. The width of the reinforcement plate 22Cc changes in the upward / downward direction; specifically, the width gradually decreases in the reverse direction. In other words, the reinforcement plate 22Cc has a gradually changing distance part 24SB.The rod sections of the two connecting rods 24A, 24B are fixed, for example, by welding to the gradually changing distance section 24SB.

[0057] As in Fig. As shown in Figure 7, the rod section 24Aa of the first connecting rod 24A extends along the upper edge of the reinforcement plate 22Cc in the forward / backward direction. The rod section 24Ba of the second connecting rod 24B extends along the lower edge of the reinforcement plate 22Cc in the forward / backward direction. The distance between the rod sections 24Aa and 24Ba, which is generally located at the section 24SB that changes the distance, gradually decreases in the backward direction. The locking sections 24Ab and 24Bb extend from the rear ends of the rod sections 24Aa and 24Ba to the interior of the occupant compartment. The locking sections 24Ab and 24Bb are inserted into the insertion hole 14 of the reinforcement 4.

[0058] Fig. Figure 8 shows a locking bar assembly 10D (10) according to the fourth embodiment. The locking bar assembly 10D according to the fourth embodiment can have a reinforcement component 20D that differs from the reinforcement component 20A shown in Figure 8. Fig. 2 is shown.

[0059] As in Fig. As shown in Figure 8, the reinforcement component 20D can have a reinforcement component 21D that is different from the reinforcement component 21A shown in Figure 8. Fig. Figure 2 is shown. For example, the reinforcement component 20D from Fig. 8 no reinforcement plate corresponding to the reinforcement plate 22Ac which is in Fig. 2 is shown. Additionally, it shows Fig. Figure 8 shows only a connecting rod 24C, which is attached to the reinforcement component 21D. Specifically, a fixing end section (corresponding to the contact section) of the connecting rod 24C is fixed to the fixing section essentially at the center of the rear surface of the reinforcement component 21D in the upward / downward direction. The connecting rod 24C extends from the reinforcement component 21 rearward toward the occupant compartment. The locking section, which is a pointed end of the connecting rod 24C, is inserted into the insertion hole 14 formed in the reinforcement 4.

[0060] The shapes of the locking lever 12 and the hook 16 are not limited to those used in Fig. 1 are shown, and they can have different shapes, as long as the hook can be locked by the locking bar.

[0061] The locking bar assembly 10 can have one or two connecting rods 24A, 24B, as for example in Fig. 2 is shown. Alternatively, the locking bar assembly 10 can have three or more connecting rods. One end of each of the three connecting rods can be inserted into an insertion hole formed in the reinforcement 4. Alternatively, one end of each of the three connecting rods can be inserted into a plurality of insertion holes formed in the reinforcement 4.

[0062] The reinforcement component 22A, which is in Fig. 2 and Fig. 4 is shown, and the reinforcement component 22B, which is in Fig.As shown in Figure 7, the plate-like main bodies 22Ad, 22Bd and the reinforcing plates 22Ac, 22Bc can be formed in one piece as a single component. Alternatively, the reinforcing plates 22Ac, 22Bc can be separate components from the plate-like main bodies 22Ad, 22Bd and can be attached to the plate-like main bodies 22Ad, 22Bd.

[0063] The various examples described above in detail with reference to the accompanying drawings are intended to be representative of the present disclosure and are therefore non-limiting embodiments. The detailed description is intended to teach a person skilled in the art to manufacture, use, and / or practice various aspects of the present teachings and thus does not limit the scope of the disclosure in any way. Furthermore, each of the additional features and each of the teachings disclosed above can be applied and / or used separately or with other features and teachings in any combination thereof to provide an improved locking bar assembly and / or method of manufacturing and using it.

[0064] A door strike mounting assembly (10A) is designed to mount a door strike (12) to a vehicle body and prevent a door from intruding into a passenger compartment. A reinforcement (4) provided on the vehicle body is covered by an outer panel (18). A door strike mounting surface (18M) is positioned to be spaced from the reinforcement (4) in a forward / backward direction of the vehicle body. The reinforcement (4) has an insertion hole (14) that opens in a direction away from the passenger compartment. The door strike (12) and a reinforcement component (20A) are fixed to opposite sides of the door strike mounting surface (18M). A connecting rod (24A) is fixed to the reinforcement component (20A) and is formed with a locking section (24Ab) which extends into the insertion hole (14) in a direction towards the occupant compartment, and with a contact section (24Ac).The distance between one end of the system section (24Ac) and the passenger compartment is smaller than the distance between the locking bar (12) and the passenger compartment.

Claims

[1] Striker mounting assembly (10A) with: a reinforcement (4) provided on a vehicle body and formed with an insertion hole (14); an outer panel (18) for covering the reinforcement (4), the outer panel (18) having a striker mounting surface (18M) arranged to be spaced from the reinforcement (4); a reinforcing member (22A; 22B; 22C) fixed to the striker mounting surface (18M) and to a striker (12); and a first connecting rod (24A) fixed to the reinforcing member (22A; 22B; 22C), wherein the first connecting rod (24A) has a locking portion (24Ab) inserted into the insertion hole (14) and an abutment portion (24Ac) extending along the reinforcing member (22A; 22B; 22C) in a direction toward a passenger compartment, wherein the reinforcement (4) has a contact surface (4M) facing one end of the contact portion (24Ac) of the first connecting rod (24A) in the direction toward the passenger compartment, wherein the end of the abutment portion (24Ac) is arranged closer to the passenger compartment than an end of the striker (12) which is closest to the passenger compartment, and wherein the locking portion (24Ab) of the first connecting rod (24A) is inserted into the insertion hole (14) closer to a first end of the insertion hole (14) which is closer to the reinforcing member (22A; 22B; 22C) than a second end of the insertion hole (14) which is opposite to the first end of the insertion hole (14). [2] The striker mounting structure (10A) according to claim 1, wherein: a hook (16) is provided at a rear end of a vehicle door and is designed to hook into the striker (12), and the striker mounting surface (18M) is located in front of the reinforcement (4). [3] Striker mounting structure (10A) according to claim 1 or 2, wherein: the insertion hole (14) opens in a direction away from the passenger compartment, the first connecting rod (24A) has a rod portion (24Aa) extending in a forward and / or backward direction of a vehicle, and the locking portion (24Ab) extends from the rod portion (24Aa) in the direction toward the passenger compartment. [4] A striker mounting structure (10A) according to claim 1, 2 or 3, wherein: the reinforcement member (22A; 22B; 22C) bears against a rear surface of the striker mounting surface (18M), the rear surface facing the reinforcement (4), and the striker (12) abuts a front surface of the striker mounting surface (18M), the front surface being opposite to the rear surface. [5] A striker mounting structure (10A) according to claim 1, 2, 3 or 4, wherein: the first connecting rod (24A) has a rod portion (24Aa) extending in a forward and / or backward direction of a vehicle, the locking portion (24Ab) extends from a first end of the rod portion (24Aa) toward the passenger compartment to be inserted into the insertion hole (14), and the abutment portion (24Ac) extends from a second end of the rod portion (24Aa) toward the passenger compartment. [6] A striker mounting structure (10A) according to claim 1, 2, 3, 4 or 5, wherein: one end of the reinforcement (4) has a flange-like design in the direction towards the passenger compartment, the reinforcement (4) has a cross-sectional design in a hat shape, and the end covers the contact surface (4M). [7] The striker mounting structure (10A) of claim 1, 2, 3, 4, 5 or 6, wherein: the first connecting rod (24A) is fixed to an upper portion of the reinforcing member (22A; 22B; 22C), a second connecting rod (24B) is fixed to a lower portion of the reinforcing member (22A; 22B; 22C), and a distance between the first and second connecting rods (24A, 24B) increases or decreases in a rearward direction of the vehicle. [8] The striker mounting structure (10A) according to claim 1, 2, 3, 4, 5, 6 or 7, further comprising a reinforcing plate (22Ac; 22Bc; 22Cc) extending from the reinforcing member (22A; 22B; 22C) toward the reinforcement (4). [9] The striker mounting structure (10A) according to claim 8, wherein the first connecting rod (24A) is fixed to the reinforcing plate (22Ac; 22Bc; 22Cc). [10] Striker mounting structure (10A) according to claim 9, wherein: the first connecting rod (24A) extends along an upper end of the reinforcing plate (22Ac; 22Bc; 22Cc), a second connecting rod (24B) extends along a lower end of the reinforcing plate (22Ac; 22Bc; 22Cc) and is fixed to the reinforcing plate (22Ac; 22Bc; 22Cc), and a distance between the first and second connecting rods (24A, 24B) increases or decreases in a rearward direction of the vehicle. [11] Striker mounting structure (10A) according to claim 8, 9 or 10, wherein the reinforcing plate (22Ac; 22Bc; 22Cc) is a separate component from the reinforcing member (22A; 22B; 22C), and the reinforcing plate (22Ac; 22Bc; 22Cc) is attached to the reinforcing member (22A; 22B; 22C). [12] The striker mounting structure (10A) according to claim 8, 9, 10 or 11, wherein the reinforcing plate (22Ac) has a rib line (22Ac1) extending in a front and / or rear direction of the vehicle to form a convex shape in a direction away from the passenger compartment or in the direction toward the passenger compartment.

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