Side Door Structure for Vehicle

Abstract

To reduce stress at a fixed point between a door beam bracket and an inner panel.SOLUTION: A side door 100 having a vehicle side door structure includes: a door main body 1 having an inner panel 2 and an outer panel 3; and a door beam 10 fixed to the inner panel 2 via a bracket 11. The side door also has: the inner panel 2; a peripheral edge part 21 connected to the outer panel 3; an annular face part 22 facing the inside of a vehicle width direction at the inside of the peripheral edge part 21; a plane part 23a facing the inside of the vehicle width direction at a vehicle rear side outside of a region for connecting the annular face part 22 and the peripheral edge part 21, and at a portion located below the vehicle, and located outside the annular face part 22 in the vehicle width direction; and a vertical wall part 23b for connecting the plane part 23a and the annular face part 22. A weather strip abuts on the annular face part 22, the bracket 11 is fixed to the plane part 23a, and the inner panel 2 has beads (B1 to B4, E) extending along the plane part 23a while being branched from the vertical wall part 23b.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a vehicle side door structure including a hinge-opening / closing door body having an inner panel and an outer panel, and a door beam extending in the vehicle front-rear direction within the door body.

Background Art

[0002] Generally, in a hinge-opening / closing vehicle side door, the hinge is attached to the front portion of the door body, and the rear end portion of the door beam is fixed to the outer surface in the vehicle width direction of the inner panel via a bracket, and this bracket is joined to the inner panel by spot welding. Therefore, when the side door is opened and closed, stress can be generated at the spot welding location between the bracket and the inner panel. That is, since the door beam has inertia, the rear end portion of the door beam tends to move toward the vehicle interior when the side door is closed. On the other hand, a reaction force that moves outward from the vehicle interior acts on the rear portion of the inner panel from a weather strip or a shock-absorbing member, and stress can be generated at the spot welding location of the bracket, which is the connection point between the rear end portion of the door beam and the rear portion of the inner panel. Therefore, a stress reduction structure for reducing this stress has been proposed.

[0003] As an example of a vehicle side door structure having a stress reduction structure, the vehicle side structure described in Patent Document 1 is known. The structure described in this Patent Document 1 aims to reduce the generation of stress at the spot welding location by arranging a shock-absorbing member in the vicinity of the spot welding location.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] Incidentally, generally, an inner panel has a peripheral edge portion that is connected to an outer panel, and an annular surface portion that faces inward in the vehicle width direction inside this peripheral edge portion and against which a weather strip abuts. And, a bracket for fixing a door beam is joined to a flat surface portion that is a part of the region between the annular surface portion and the peripheral edge portion, is located outside the annular surface portion in the vehicle width direction, and is located behind the vehicle and below the vehicle. The step between the annular surface portion and the flat surface portion is connected by a vertical wall portion. That is, in order to give rigidity to the annular surface portion for the weather strip, it is constituted by the upper surface portion of the convex portion of the bead where the annular surface portion protrudes more toward the inside of the vehicle interior (inside in the vehicle width direction) than the flat surface portion. For this reason, when the side door is closed, stress can concentrate on the corner where the vertical wall portion and the flat surface portion intersect (that is, the line of the valley of the bead for the weather strip). As a result, stress can be secondarily generated at the spot welding portion of the bracket for fixing the door beam due to deformation or the like caused by stress concentration at this corner, and such a device may be required.

[0006] Therefore, an object of the present invention is to provide a side door structure for a vehicle that can effectively reduce stress that may occur at the fixing portion between a bracket for fixing the rear end portion of a door beam to an inner panel and the inner panel.

Means for Solving the Problems

[0007] According to one aspect of the present invention for achieving the above object, a vehicle side door structure is provided. This vehicle side door structure includes a door body having an inner panel and an outer panel disposed on the outer side in the vehicle width direction of the inner panel, and a door beam extending in the vehicle front-rear direction within the door body and having a rear end portion fixed to the inner panel via a bracket. In this vehicle side door structure, the front portion of the door body is connected to the vehicle body via a hinge. The inner panel has a peripheral edge portion connected to the outer panel, an annular surface portion facing inward in the vehicle width direction inside the peripheral edge portion, a flat surface portion facing inward in the vehicle width direction in a portion behind and below the vehicle in a region connecting the annular surface portion and the peripheral edge portion and located outside the annular surface portion in the vehicle width direction, and a vertical wall portion connecting the flat surface portion and the annular surface portion. A weather strip abuts against the annular surface portion, and the bracket is fixed to the flat surface portion. And in this vehicle side door structure, the inner panel has at least one bead branching from the vertical wall portion and extending along the flat surface portion.

Advantages of the Invention

[0008] In the vehicle side door structure according to one aspect of the present invention, the inner panel has at least one bead branching from the vertical wall portion and extending along the flat surface portion. Thereby, the range of the corner portion (that is, the portion that becomes the valley line of the bead for the weather strip) where the vertical wall portion and the flat surface portion where stress can concentrate when the side door is closed intersect is reduced, and the stress generated at the corner portion (valley line) is dispersed to the peripheral edge portion side of the inner panel through the at least one bead. Further, the rigidity (surface rigidity) of the entire flat surface portion to which the bracket is fixed by the at least one bead is improved, and a high-rigidity three-dimensional structure extending from the vertical wall portion to the flat surface portion is constructed, so that the stress is dispersed relatively uniformly and the stress concentration at the corner portion is suppressed. As a result, the stress that may be secondarily generated at the fixing portion of the bracket due to the stress concentration at the corner portion is effectively reduced.

[0009] In this way, the present invention can provide a vehicle side door structure that can effectively reduce the stress that may occur at the fixing position between the bracket for fixing the rear end of the door beam to the inner panel and the inner panel.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0011] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a plan view of a side door 100 to which a vehicle side door structure according to an embodiment of the present invention is applied, viewed from the inner side in the vehicle width direction. In the figure, the direction of arrow Fr is the vehicle front-rear direction, indicating the front of the vehicle, the direction of arrow O is the vehicle width direction (in the vehicle width direction), indicating the outside of the vehicle, and the direction of arrow U is the vehicle up-down direction, indicating the upper side of the vehicle. In the following description, "front" and "rear" correspond to the front and rear in the vehicle front-rear direction, and "upper" and "lower" correspond to the upper and lower in the vehicle up-down direction.

[0012] [Overview of the Side Door] As shown in FIG. 1, the side door 100 includes a door body 1 and a door beam 10, and is a hinge-opening / closing door that opens and closes a part of a door opening formed in the side portion of the vehicle body. In the present embodiment, the side door 100 is assumed to be a front side door. Hereinafter, a case where the side door 100 is applied to the right front side door when the occupant in the vehicle interior looks forward in the vehicle longitudinal direction will be described.

[0013] The door body 1 has an inner panel 2 and an outer panel 3 disposed outside the inner panel 2 in the vehicle width direction. Each panel (2, 3) is formed by performing press molding or the like on a thin metal steel plate. The front portion of the door body 1 is connected to the vehicle body (not shown) via a hinge 1a, and the side door 100 is connected to the vehicle body so as to be rotatable (openable / closable) in the vehicle width direction with the hinge 1a as a fulcrum.

[0014] The door body 1 (in other words, the inner panel 2 and the outer panel 3) has a generally rectangular outer shape in a plan view as viewed from the vehicle width direction, and a window hole 1b for a slide glass is opened at the center of the upper half side region. Further, in a plan view as viewed in the vehicle width direction, each of the upper and lower corner portions (rear lower corner portion C1, rear upper corner portion C2) at the rear of the door body 1 is formed as a generally right-angled corner, and the front lower corner portion C3 is rounded into an R shape. Although not shown, a resin trim is attached to the inner side in the vehicle width direction of the door body 1 (that is, the inner panel 2).

[0015] The inner panel 2 is a member that constitutes the panel on the inner side in the vehicle width direction of the door body 1, and has a peripheral edge portion 21 that connects to the peripheral edge portion 31 of the outer panel 3. In FIG. 1, mainly, the inner side surface 2a in the vehicle width direction of the inner panel 2 is visible. The detailed structure of the inner panel 2 will be described in detail later.

[0016] The outer panel 3 faces the outer side surface 2b in the vehicle width direction of the inner panel 2, and is a member that constitutes the outermost wall in the vehicle width direction of the side door 100. The outer panel 3 has the above-described peripheral edge portion 31 that connects to the peripheral edge portion 21 of the inner panel 2.

[0017] FIG. 2 is a conceptual diagram for explaining the connection structure between the inner panel 2 and the outer panel 3 in the door body 1. The door body 1 is configured by connecting the peripheral edge 21 of the inner panel 2 and the peripheral edge 31 of the outer panel 3 to each other. Specifically, the peripheral edge 31 of the outer panel 3 forms a U-shaped portion (that is, a portion subjected to hemming) folded inward in the vehicle width direction over the entire circumference. Then, with the peripheral edge 21 of the inner panel 2 covered by the peripheral edge 31 (the U-shaped portion) of the outer panel 3, the peripheral edge 21 and the peripheral edge 31 are joined to each other by spot welding or the like. That is, the outer panel 3 is subjected to hemming at its outer edge and integrated with the inner panel 2, and cooperates with the inner panel 2 to form a closed cross-sectional structure. In FIG. 1, the peripheral edge 21 of the inner panel 2 is located inside the peripheral edge 31 of the outer panel 3 and is hidden.

[0018] Returning to FIG. 1, the door beam 10 extends in the vehicle front-rear direction inside the door body 1. The door beam 10 is a linearly extending member for suppressing the deformation of the side door 100 during a side collision, and is formed in a cylindrical shape, for example. The door beam 10 extends substantially over the entire vehicle front-rear direction in the lower region inside the door body 1. The rear end portion 10a of the door beam 10 is fixed to the outer side surface 2b in the vehicle width direction of the inner panel 2 via a bracket 11, and the front end portion 10b of the door beam 10 is fixed to the outer side surface 2b in the vehicle width direction of the inner panel 2 via another bracket 12, for example. A plurality of holes 2c are opened in the inner panel 2. In FIG. 1, the front bracket 12 is visible through the hole 2c, but the rear bracket 11 is hidden on the back side of the inner panel 2.

[0019] [Overview of Inner Panel] Hereinafter, the structure of the inner panel 2 will be described with reference to FIGS. 1 to 6. FIG. 3 is a partial perspective view of the side door 100, FIG. 4 is an enlarged view of part A shown in FIG. 1, FIG. 5 is a cross-sectional view taken along line B-B shown in FIG. 4, and FIG. 6 is a partial perspective view of a cut model cut along line C-C shown in FIG. 4.

[0020] As shown in FIG. 1, the inner panel 2 has the above-described peripheral portion 21, an annular surface portion 22 inside the peripheral portion 21, and a connecting portion 23 connecting between the annular surface portion 22 and the peripheral portion 21.

[0021] In addition to the above elements (21, 22, 23), the inner panel 2 has a window edge portion 24 and a main portion 25 that occupies most of the area below the window edge portion 24 in the inner panel 2, and these (21, 22, 23, 24, 25) are integrally formed.

[0022] The peripheral portion 21 is a portion that has an appropriate width inward from the outermost edge of the inner panel 2 viewed in the vehicle width direction and extends over the entire circumference in the panel circumferential direction. As described above, it is connected to the peripheral portion 31 of the outer panel 3.

[0023] The annular surface portion 22 is a portion that faces the inner side in the vehicle width direction inside the peripheral portion 21 and extends annularly. In other words, the annular annular surface portion 22 extends inside the peripheral portion 21 in the vehicle longitudinal direction and the vehicle vertical direction and faces the inner side in the vehicle width direction. Further, the window edge portion 24 and the main portion 25 are located inside the annular surface portion 22. The annular surface portion 22 has a flat annular surface facing the inner side in the vehicle width direction (the vehicle interior side). This annular surface constitutes a part of the inner surface 2a of the inner panel 2 in the vehicle width direction. And an annular weatherstrip 26 (sealing member) having elasticity abuts on the annular surface portion 22 (the annular surface) from the inner side in the vehicle width direction (see FIG. 5). In addition, in FIGS. 1, 3, 4, and 6, the weatherstrip 26 is not shown.

[0024] That is, the annular surface portion 22 is a portion that forms a contact surface with which the weatherstrip 26 contacts. In a plan view viewed from the vehicle width direction, most of the annular surface portion 22 extends along the peripheral portion 21 in the vicinity of the inside of the peripheral portion 21. However, as shown in FIGS. 1, 3, and 4, the portion inside the rear lower corner portion C1 of the door body 1 in the annular surface portion 22 extends greatly backward and upward in the vehicle from the peripheral portion 21 (the rear lower corner portion C1) due to restrictions such as the structure of the vehicle side portion. The same applies to the portion on the rear lower corner portion C1 side of the main portion 25.

[0025] The connecting portion 23 is a portion that connects between the annular surface portion 22 and the peripheral portion 21. The connecting portion 23 has a flat surface portion 23a which is a portion at the rear and below the vehicle in a plan view seen from the vehicle width direction among the regions connecting the annular surface portion 22 and the peripheral portion 21, and a vertical wall portion 23b that connects the flat surface portion 23a and the annular surface portion 22 (see FIGS. 3 to 6). In addition, in a plan view seen from the vehicle width direction, the portion of the connecting portion 23 other than the flat surface portion 23a extends upward continuously from the flat surface portion 23a, and extends so as to be connected to the flat surface portion 23a again via the vicinity of the rear upper corner portion C2 and the vicinity of the front lower corner portion C3.

[0026] The flat surface portion 23a faces the inner side in the vehicle width direction in the portion at the rear and below the vehicle among the regions connecting the annular surface portion 22 and the peripheral portion 21 and is located outside the annular surface portion 22 in the vehicle width direction. That is, the flat surface portion 23a is a portion between the portion (hereinafter referred to as the retracted portion 22a) of the annular surface portion 22 that has retracted forward and upward of the vehicle from the rear lower corner portion C1 and the peripheral portion 21 adjacent to the retracted portion 22a in a plan view seen from the vehicle width direction. The flat surface portion 23a extends in the vehicle longitudinal direction and the vehicle vertical direction and faces the inner side in the vehicle width direction. The flat surface portion 23a has an outer surface facing the outer side in the vehicle width direction (the outer panel 3 side) and an inner surface facing the inner side in the vehicle width direction (the vehicle interior side). The outer surface of the flat surface portion 23a constitutes a part of the outer surface 2b of the inner panel 2 in the vehicle width direction, and the inner surface of the flat surface portion 23a constitutes a part of the inner surface 2a of the inner panel 2 in the vehicle width direction. And the rear bracket 11 is fixed to the outer surface (2b) of the flat surface portion 23a.

[0027] Specifically, the bracket 11 is joined to the outer surface of the flat portion 23a by spot welding. The bracket 11 has, for example, a curved portion curved in accordance with the cross-sectional shape of the door beam 10 and flange portions projecting from both ends of the curved portion. With the rear end portion 10a of the door beam 10 sandwiched between the curved portion of the bracket 11 and the flat portion 23a, the flange portions are joined to the outer surface of the flat portion 23a, whereby the rear end portion 10a of the door beam 10 is joined (fixed) to the inner panel 2. In FIGS. 1, 3, and 4, the spot welding locations between the bracket 11 and the inner panel 2 are schematically indicated by dotted circles.

[0028] The vertical wall portion 23b connects the stepped portion between the retreat portion 22a of the annular surface portion 22 and the flat portion 23a, and connects the rear edge of the retreat portion 22a and the front edge of the flat portion 23a. That is, in order to give rigidity to the annular surface portion 22 for the weatherstrip 26, the retreat portion 22a of the annular surface portion 22 is constituted by the upper surface portion of the convex portion of the bead that protrudes inward in the vehicle width direction (the passenger compartment side) from the flat portion 23a. Therefore, the vertical wall (side wall) of the bead for the weatherstrip 26 is constituted by the vertical wall portion 23b.

[0029] The window edge portion 24 constitutes the opening edge of the window hole 1b and is a portion located inside the annular surface portion 22 in a plan view when viewed in the vehicle width direction.

[0030] The main portion 25 is a portion located below the window edge portion 24, continuous with the window edge portion 24, and inside the annular surface portion 22. The main portion 25 is formed so as to bulge greatly inward in the vehicle width direction as a whole. When viewed toward the outer surface 2b of the inner panel 2 in the vehicle width direction, the main portion 25 is formed in a shape that is recessed inward in the vehicle width direction as a whole, and constitutes an accommodation chamber that cooperates with the outer panel 3 to accommodate various members and devices such as the door beam 10.

[0031] [Detailed Structure of Inner Panel] In addition to the above-described elements (21, 22, 23, 24, 25), the inner panel 2 has the following elements (structures).

[0032] The inner panel 2 has at least one bead (B1 to B4, E) that branches from the vertical wall portion 23b and extends along the flat portion 23a.

[0033] At least one bead (B1 to B4, E) here includes the first bead B1, the second bead B2, the third bead B3, the fourth bead B4, and the peripheral bead E. Each bead (B1 to B4, E) has a cross-sectional shape that protrudes toward the inner side in the vehicle width direction (inside the passenger compartment) and extends linearly. Specifically, each bead (B1 to B4, E) protrudes more toward the passenger compartment side than other portions of the flat portion 23a on the inner surface (inner surface 2a in the vehicle width direction) side of the flat portion 23a, and is recessed more toward the passenger compartment side than other portions of the flat portion 23a on the outer surface (outer surface 2b in the vehicle width direction) side of the flat portion 23a. Also, each bead (B1 to B4, E) has, for example, a generally trapezoidal cross-section (ridge shape) that protrudes toward the passenger compartment side, and is composed of a flat portion at the top of the trapezoid and side wall portions on both sides in the bead width direction. Note that the positions and the like of each bead (B1 to B4, E) will be described in detail later.

[0034] Here, in the present embodiment, as shown in FIG. 4, the portion of the annular surface portion 22 corresponding to the flat portion 23a (in other words, the vertical wall portion 23b) (that is, the retracted portion 22a) is inclined so as to move away from the lower edge portion of the peripheral edge portion 21 of the inner panel 2 as it goes toward the rear of the vehicle.

[0035] Specifically, the retracted portion 22a of the annular surface portion 22 is composed of, for example, a curved portion 22a1 and a straight portion 22a2. The curved portion 22a1 constitutes a portion on approximately the lower half side in the retracted portion 22a, and the straight portion 22a2 constitutes a portion on approximately the upper half side. The curved portion 22a1 is smoothly curved so as to protrude generally toward the rear lower corner C1. One end of the curved portion 22a1 is connected to the rear end of a portion extending along the lower edge of the peripheral edge portion 21 of the annular surface portion 22, and the other end of the curved portion 22a1 is connected to the lower end of the straight portion 22a2. The straight portion 22a2 extends linearly so as to move away from the lower edge of the peripheral edge portion 21 as it goes toward the rear of the vehicle. The portion of the vertical wall portion 23b corresponding to the curved portion 22a1 is curved in the same manner as the curved portion 22a1, and the portion of the vertical wall portion 23b corresponding to the straight portion 22a2 extends linearly in the same manner as the straight portion 22a2.

[0036] In this embodiment, the inner panel 2 has an attachment portion 28 that is located in a portion near the rear lower corner C1 of the door body 1 in the flat surface portion 23a and to which the shock-absorbing member 27 is attached. The shock-absorbing member 27 is one of the components for efficiently transmitting the inertial energy of the side door 100 with the hinge 1a as the fulcrum generated when the side door 100 is closed to the vehicle body side. The shock-absorbing member 27 is composed of, for example, a columnar member having elasticity such as cushion rubber. The shock-absorbing member 27 protrudes inward in the vehicle width direction (inside the vehicle compartment) from the flat surface portion 23a in a state of being attached to the attachment portion 28, and contacts the vehicle body when the door is closed to relieve the shock.

[0037] Next, the positions and the like of each bead (B1 to B4, E) will be described.

[0038] First, the peripheral bead E extends along the peripheral portion 21 in the flat portion 23a in a plan view seen from the vehicle width direction, and has one end connected to the upper portion 23b1 above the bracket 11 in the vertical wall portion 23b and the other end connected to the lower portion 23b2 near the lower edge of the peripheral portion 21 in the vertical wall portion 23b. The mounting portion 28 for the shock absorbing member 27 is located on the peripheral bead E and is integrally formed with the peripheral bead E. Specifically, the peripheral bead E is composed of a portion extending in the vehicle vertical direction including the one end and a portion extending in the vehicle front-rear direction including the other end, and a closed structure is formed by these portions and the vertical wall portion 23b, and other beads (B1 to B4) are provided inside this closed structure.

[0039] The side wall portion E1 below the portion of the peripheral bead E extending in the vehicle front-rear direction inclines so as to approach the outer panel 3 toward the lower side of the vehicle, and its lower end is connected to the peripheral portion 21. A plurality of drain holes E11 are opened at intervals in the vehicle front-rear direction in the lower side wall portion E1.

[0040] The first bead B1 is located below the bracket 11 and extends from the vertical wall portion 23b to the mounting portion 28. Specifically, the first bead B1 linearly extends from the vertical wall portion 23b (a portion corresponding to the vicinity of the boundary between the curved portion 22a1 and the straight portion 22a2 in the figure) to the mounting portion 28 near the rear lower corner C1 in the peripheral bead E.

[0041] The second bead B2 passes through the region where the bracket 11 is mounted in the flat portion 23a in a plan view seen from the vehicle width direction. Specifically, the second bead B2 is located above the first bead B1 and linearly extends from the vertical wall portion 23b (a portion corresponding to the straight portion 22a2 in the figure), passes through the region of the bracket 11, and extends to the portion of the peripheral bead E extending in the vehicle vertical direction.

[0042] The third bead B3 is located between the first bead B1 and the second bead B2. Specifically, the third bead B3 is located above the first bead B1 and below the second bead B2 and extends linearly from the vertical wall portion 23b (the portion corresponding to the straight portion 22a2 in the figure) to the portion extending in the vehicle up-and-down direction in the peripheral bead E.

[0043] The fourth bead B4 is located below the first bead B1 and extends linearly from the vertical wall portion 23b (the portion corresponding to the curved portion 22a1 in the figure) to the portion extending in the vehicle front-rear direction in the peripheral bead E.

[0044] The bead center line X passing through the center in the bead width direction of each bead (B1 to B4) excluding the peripheral bead E is connected substantially perpendicularly in a plan view seen in the vehicle width direction with respect to the corner where the vertical wall portion 23b and the flat portion 23a intersect (that is, the valley line V of the bead for the weatherstrip 26). It is ideal that the intersection angle formed by the bead center line X and the valley line V is 90 degrees, that is, the bead center line X extends in the direction of the normal line of the valley line V. However, the bead center line X may extend in a direction slightly inclined (for example, about ±20 degrees) with respect to the normal direction of the valley line V.

[0045] In the present embodiment, each bead (B1 to B4, E) branches from the portion on the valley line V side of the vertical wall portion 23b. That is, the bead height h1 of each bead (B1 to B4, E) based on the portion other than the bead on the inner surface (the surface on the vehicle interior side) of the flat portion 23a is set lower than the bead height h2 (the height of the bead for the weatherstrip 26) of the retracted portion 22a of the annular surface portion 22 based on the portion other than the bead on the inner surface of the flat portion 23a (see FIG. 6). Thereby, the rigidity of the retracted portion 22a of the annular surface portion 22, which is the upper surface portion of the convex portion of the bead for the weatherstrip 26, can be maintained at a high rigidity.

[0046] In this embodiment, the connection portion of each bead (B1 to B4, E) to the vertical wall portion 23b is formed in a curved shape (R shape). Specifically, the connection portion of each bead (B1 to B4, E) to the vertical wall portion 23b in the side wall portion (for the peripheral bead E, the side wall portion on the flat portion 23a side) is smoothly formed in a curved shape, and the connection portion of each bead (B1 to B4, E) to the vertical wall portion 23b in the flat portion is also smoothly formed in a curved shape. Although not particularly limited, the connection portion of each bead (B1 to B4, E) to the vertical wall portion 23b in the side wall portion is preferably 10 mm or more in radius. Also, each bead (B1 to B4) branches at substantially equal intervals in the vertical wall portion 23b.

[0047] Next, the operation of the vehicle side door structure according to this embodiment will be described. In the side door 100 to which the vehicle side door structure as described above is applied, the inner panel 2 has at least one bead (B1 to B4, E) that branches from the vertical wall portion 23b and extends along the flat portion 23a. As a result, the range of the corner portion (the portion that becomes the valley line V of the bead for the weather strip 26) where the vertical wall portion 23b and the flat portion 23a intersect, where stress can concentrate when the side door 100 is closed, decreases, and the stress generated at the corner portion (valley line V) is dispersed to the peripheral edge portion 21 side of the inner panel 2 through at least one bead (B1 to B4, E). Further, the rigidity (surface rigidity) of the entire flat portion 23a to which the rear bracket 11 is fixed by at least one bead (B1 to B4, E) is improved, and a high-rigidity three-dimensional structure extending from the vertical wall portion 23b to the flat portion 23a is constructed, so that the stress is relatively uniformly dispersed and the stress concentration at the corner portion (valley line V) is suppressed. As a result, the stress that may be secondarily generated at the fixing portion (spot welding portion) of the bracket 11 due to stress concentration at the corner portion (valley line) is effectively reduced.

[0048] In addition, a durability test of repeatedly opening and closing the door was carried out for the side door 100 according to the present embodiment in which each bead (B1 to B4, E) is formed on the flat portion 23a, and a side door in which each bead (B1 to B4, E) is not formed on the flat portion 23a (hereinafter referred to as the side door according to the comparative example). As a result, in the side door 100 according to the present embodiment, the plastic strain at the spot welding location between the bracket 11 and the inner panel 2 was reduced by approximately 60% compared to the side door according to the comparative example.

[0049] In this way, according to the side door 100 according to the present embodiment, it is possible to provide a vehicle side door structure that can effectively reduce the stress that may occur at the fixing location between the bracket 11 that fixes the rear end portion 10a of the door beam 10 to the inner panel 2 and the inner panel 2.

[0050] In addition, this side door 100 has durability that can avoid cracks and peeling from occurring at the spot welding locations of the brackets 11 even when the door opening and closing are repeated. Therefore, during a side collision, since the bracket 11 is difficult to break from the inner panel 2, the impact energy during a collision such as with a pole can be reliably absorbed by the bending deformation of the door beam 10, and this side door 100 has a structure effective for pole collisions. Also, generally, once the design configuration of the vehicle body is determined, unlike other components, the door beam 10 is often difficult to move its position. However, in the side door 100, in the structure for reducing the stress at the fixing locations of the brackets 11, it is not necessary to change the position (layout) of the door beam 10 itself, so it does not affect the design configuration of the vehicle body. Also, it is a structure that reduces stress generation only by changing the shape of the flat portion 23a (the arrangement of the beads (B1 to B4, E)), without the need to add new components, and can reduce stress generation at low cost. Also, even if the spot welding locations of the brackets 11 deviate slightly from the target positions, as a result of the durability test, there is almost no change in the plastic strain at the spot welding locations, and it is not affected by dimensional errors during production, and the stress at the spot welding locations can be effectively reduced. Furthermore, since there are fewer restrictions on the positional relationship of the components than before, the degree of freedom regarding the layout and the like is improved.

[0051] In this embodiment, the bead center line X extends in a direction generally normal to the valley line V. That is, the bead center line X of each bead (B1 to B4) intersects the valley line V perpendicularly, and each bead (B1 to B4) branches from the vertical wall portion 23b in a direction perpendicular to the vertical wall portion 23b. Here, generally, when the door is closed, stress concentrates on the valley line V located near the rear lower corner portion C1 of the inner panel 2, and a bending force that bends with the valley line V as the bending point can act on the flat portion 23a. In contrast, in this embodiment, since each bead (B1 to B4) branches in a direction perpendicular to the vertical wall portion 23b, the rigidity (surface rigidity) of the flat portion 23a is effectively improved, and it can effectively resist the bending force with the valley line V as the bending point.

[0052] In this embodiment, at least one bead (B1 to B4, E) includes a first bead B1 that is located below the bracket 11 and extends from the vertical wall portion 23b to the mounting portion 28. Here, when the door is closed, a portion of the valley line V close to the shock-absorbing member 27 is a region where stress is more likely to concentrate. On the other hand, by providing the first bead B1 from a portion of the vertical wall portion 23b close to the shock-absorbing member 27 to the mounting portion 28 for the shock-absorbing member 27, high-strength surface rigidity that can withstand the closing of the door is ensured, and stress that is likely to occur at a portion of the valley line V close to the shock-absorbing member 27 can be effectively dispersed through the first bead B1.

[0053] In this embodiment, at least one bead (B1 to B4, E) includes a second bead B2 that passes through a region where the bracket 11 is mounted on the flat portion 23a. Thereby, stress concentration at a portion of the valley line V close to the bracket 11 can be reduced, and the rigidity of the region where the bracket 11 is mounted on the flat portion 23a can be improved. As a result, the stress at the fixing portion (spot welding portion) of the bracket 11 can be more effectively reduced.

[0054] In this embodiment, at least one bead (B1 to B4, E) includes a third bead B3 that is located between the first bead B1 and the second bead B2. Here, when the longitudinal dimension of the side door 100 in the vehicle front-rear direction is relatively long, the total length of the valley line V1 (flat portion 23a, retracted portion 22a) in the vehicle front-rear direction also becomes relatively long. Therefore, the inertial force when the door is closed increases, and the distance between the first bead B1 and the second bead B2 also becomes long. As a result, the input to the side door 100 increases in accordance with the increase in the inertial force, so the stress generated in the portion between the first bead B1 and the second bead B2 of the valley line V also increases. On the other hand, by providing the third bead B3 between the first bead B1 and the second bead B2, effective stress reduction and dispersion can be achieved, and a structure effective for increasing the door size can be provided. Also, as in this embodiment, it is more effective to provide a fourth bead B4 below the third bead B3.

[0055] In this embodiment, at least one bead (B1 to B4, E) extends along the peripheral edge 21 in the plan view as viewed from the vehicle width direction, and has one end connected to the upper portion 23b1 above the bracket 11 in the vertical wall portion 23b and the other end connected to the lower portion 23b2 near the lower edge of the peripheral edge 21 in the vertical wall portion 23b. The peripheral bead E is included. That is, the valley line V is surrounded by the peripheral bead E. Thereby, the surface rigidity of the flat portion 23a is further improved. Further, a closed structure is formed by the peripheral bead E and the vertical wall portion 23b, and the portion on the peripheral edge 21 side of the flat portion 23a is closed. As a result, in each of the intervals between the second bead B2 and the third bead B3, between the third bead B3 and the first bead B1, and between the first bead B1 and the fourth bead, the bending mode (vibration mode) starting from the virtual node extending in parallel with the bead can be effectively suppressed. And the side door 100 has a strong surface rigidity against loads in all directions by effectively reducing the bending starting point (bending point) in the flat portion 23a, so that when the door is closed, the damping time of the vibration that may occur in the vehicle width direction in the flat portion 23a is shortened, and the fit when the door is closed becomes better.

[0056] Further, the side wall portion E1 below the peripheral bead E is located near the lower edge of the door body 1, and the drain hole E11 is provided in the side wall portion E1 which is a part of the high-strength bead. Thereby, the drain hole E11 can be provided while maintaining the surface rigidity of the flat portion 23a at a high strength, and the water droplets that can flow through the door body 1 can be smoothly discharged to the outside of the vehicle. Specifically, as shown by the dotted arrow in FIG. 2, the side wall portion E1 is located on the extension line of the water flow path that may occur along the inner surface 3a in the vehicle width direction of the outer panel 3, and is inclined to receive water at this position. As a result, the water droplets can be smoothly discharged to the outside of the vehicle.

[0057] In this embodiment, the connection portion of each bead (B1 to B4, E) to the vertical wall portion 23b is formed in a curved shape (R shape). Thereby, the occurrence of acute-angled portions can be avoided, and the occurrence of stress concentration can be avoided. Further, the generation of wrinkles during the press molding of the inner panel 2 is effectively reduced.

[0058] Note that at least one bead (B1 to B4, E) may include, for example, at least one of the first bead B1, the second bead B2, the third bead B3, and the peripheral bead E. Also, the fourth bead B4 may not be provided.

[0059] In this embodiment, the side door 100 is applied to the right front side door, but it may also be applied to the left front side door. In this case, the above-described structure and a structure that is reversed left and right in the vehicle width direction are applied. Further, the structure of the side door 100 may be applied to the structure of the rear side door.

[0060] As described above, the embodiments of the present invention have been described. However, the present invention is not limited to the above-described embodiments, and further modifications and changes are possible based on the technical idea of the present invention.

Explanation of Reference Numerals

[0061] 1... Door body, 1a... Hinge, 2... Inner panel, 21... Peripheral portion, 22... Annular surface portion, 23a... Flat portion, 23b... Vertical wall portion, 23b1... Upper portion, 23b2... Lower portion, 26... Weatherstrip, 27... Impact buffer member, 28... Mounting portion, 3... Outer panel, 10... Door beam, 11... Bracket, 100... Side door, B1... First bead (at least one bead), B2... Second bead (at least one bead), B3... Third bead (at least one bead), B4... Fourth bead (at least one bead), E... Peripheral bead (at least one bead), C1... Rear lower corner

Claims

1. A door body having an inner panel and an outer panel disposed on the outer side in the vehicle width direction of the inner panel, and a door beam extending in the vehicle longitudinal direction within the door body and having a rear end portion fixed to the inner panel via a bracket, wherein a front portion of the door body is connected to a vehicle body via a hinge, the inner panel has a peripheral portion connected to the outer panel, an annular surface portion facing inward in the vehicle width direction inside the peripheral portion, a flat surface portion facing inward in the vehicle width direction and located outside the annular surface portion in the vehicle width direction in a portion behind and below the vehicle in a region connecting the annular surface portion and the peripheral portion, and a vertical wall portion connecting the flat surface portion and the annular surface portion, a weather strip abuts against the annular surface portion, and the bracket is fixed to an outer surface in the vehicle width direction of the flat surface portion, and it is a side door structure for a vehicle, the inner panel has at least one bead branching from the vertical wall portion and extending along the flat surface portion, the at least one bead is a second bead linearly extending and passing through a region where the bracket is attached in the flat surface portion, and the second bead has a cross-sectional shape recessed inward in the vehicle width direction, and is characterized by a side door structure for a vehicle.

2. A door body having an inner panel and an outer panel disposed on the outer side in the vehicle width direction of the inner panel, and a door beam extending in the vehicle longitudinal direction within the door body and having a rear end portion fixed to the inner panel via a bracket, wherein a front portion of the door body is connected to a vehicle body via a hinge, the inner panel has a peripheral portion connected to the outer panel, an annular surface portion facing inward in the vehicle width direction inside the peripheral portion, a flat surface portion facing inward in the vehicle width direction and located outside the annular surface portion in the vehicle width direction in a portion behind and below the vehicle in a region connecting the annular surface portion and the peripheral portion, and a vertical wall portion connecting the flat surface portion and the annular surface portion, a weather strip abuts against the annular surface portion, and the bracket is fixed to the flat surface portion, and it is a side door structure for a vehicle, the inner panel has at least one bead branching from the vertical wall portion and extending along the flat surface portion, the inner panel has an attachment portion located in a portion near a lower rear corner of the door body in the flat surface portion and to which a shock-absorbing member is attached. The at least one bead includes a first bead that is located below the bracket and extends from the vertical wall portion to the mounting portion, a second bead that passes through a region of the flat portion where the bracket is mounted, and a third bead that is located between the first bead and the second bead. A vehicle side door structure characterized by this.

3. A door body having an inner panel and an outer panel disposed on the outer side in the vehicle width direction of the inner panel, and a door beam extending in the vehicle front-rear direction within the door body and having a rear end portion fixed to the inner panel via a bracket. The front portion of the door body is connected to the vehicle body via a hinge. The inner panel has a peripheral portion connected to the outer panel, an annular surface portion facing inward in the vehicle width direction inside the peripheral portion, a flat portion facing inward in the vehicle width direction in a portion behind and below the vehicle in a region connecting the annular surface portion and the peripheral portion and located outside the vehicle width direction relative to the annular surface portion, and a vertical wall portion connecting the flat portion and the annular surface portion. A weather strip abuts against the annular surface portion, and the bracket is fixed to the flat portion. A vehicle side door structure. The inner panel has at least one bead that branches from the vertical wall portion and extends along the flat portion. The at least one bead includes a peripheral bead that extends along the peripheral portion in the flat portion in a plan view seen from the vehicle width direction, and has one end connected to an upper portion above the bracket in the vertical wall portion and the other end connected to a lower portion near the lower edge of the peripheral portion in the vertical wall portion. A vehicle side door structure characterized by this.

4. A door body having an inner panel and an outer panel disposed on the outer side in the vehicle width direction of the inner panel, and a door beam extending in the vehicle front-rear direction within the door body and having a rear end portion fixed to the inner panel via a bracket. The front portion of the door body is connected to the vehicle body via a hinge. The inner panel has a peripheral portion connected to the outer panel, an annular surface portion facing inward in the vehicle width direction inside the peripheral portion, a flat portion facing inward in the vehicle width direction in a portion behind and below the vehicle in a region connecting the annular surface portion and the peripheral portion and located outside the vehicle width direction relative to the annular surface portion, and a vertical wall portion connecting the flat portion and the annular surface portion. A vehicle side door structure in which a weather strip abuts against the annular surface portion and the bracket is fixed to the flat surface portion. The inner panel has at least one bead that branches from the vertical wall portion and extends along the flat surface portion. A vehicle side door structure, wherein a connecting portion of the at least one bead to the vertical wall portion is formed in a curved shape. **Claim 5**: The inner panel has an attachment portion that is located in a portion near the lower rear corner of the door body in the flat surface portion and to which a shock-absorbing member is attached. The vehicle side door structure according to any one of claims 1 to 4, wherein the at least one bead includes a first bead that is located below the bracket and extends from the vertical wall portion to the attachment portion. **Claim 6** The vehicle side door structure according to any one of claims 1 to 5, wherein a portion of the annular surface portion corresponding to the flat surface portion is inclined so as to be farther away from the lower edge portion of the peripheral edge portion of the inner panel as it goes toward the rear of the vehicle.

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