Vehicle door structure

Abstract

To provide a vehicular door structure which can inhibit local deformation of a border part in a door outer panel.SOLUTION: A vehicular door structure includes: a door outer panel 12 including a protruding part 28 protruding to the outer side as seen in a vehicle width direction, a recessed part 29 which is formed spaced apart from the protruding part 28 and recessed to the inner side as seen in the vehicle width direction, and a border part α between the protruding part 28 and the recessed part 29; and a panel reinforcement 30 fixed to an inner surface as seen in the vehicle width direction of the door outer panel 12. The panel reinforcement 30 includes: a first skeleton part 31 extending in a vehicle fore and aft direction; and a second skeleton part 32 provided at the border part α and configured to transmit a load to the first skeleton part 31 when a force is input to the border part α in an inward direction as seen in the vehicle width direction.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle door structure, and more particularly to a vehicle door structure including a door outer panel having a convex portion that is convex outward in the vehicle width direction, a concave portion that is spaced apart from the convex portion and recessed inward in the vehicle width direction, and a boundary portion between the convex portion and the concave portion, and a panel reinforcement fixed to the inner surface of the door outer panel in the vehicle width direction. [Background technology]

[0002] Conventionally, a structure has been known in which a panel reinforcement is fixed to the inner surface of a door outer panel in the vehicle width direction in order to suppress local deformation when a user touches the flat portion of the door outer panel, which serves as a door exterior panel (see Patent Document 1).

[0003] On the other hand, when a convex portion that protrudes outward in the vehicle width direction and a concave portion that is recessed inward in the vehicle width direction are provided adjacent to each other on the door outer panel, a boundary portion is created between the convex portion and the concave portion. However, when such a structure is adopted due to the door design, the following problems arise.

[0004] For example, when a user applies wax to the door outer panel and presses the door outer panel with a certain amount of force, the boundary between the convex portion and the concave portion becomes a concave area that is easily deformed by loads toward the inside of the vehicle width direction, making it an area that is weak to local deformation, making it difficult to achieve both a sophisticated design and a luxurious feel. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent Publication No. 2021-45995 Summary of the Invention [Problem to be solved by the invention]

[0006] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a vehicle door structure that can suppress local deformation of the boundary portion of the door outer panel. [Means for solving the problem]

[0007] A vehicle door structure according to the present invention is a door structure for a vehicle comprising: a door outer panel including a convex portion that is convex outward in a vehicle width direction, a concave portion that is spaced from the convex portion and is concave inward in the vehicle width direction, and a boundary portion between the convex portion and the concave portion; and a panel reinforcement fixed to an inner surface of the door outer panel in the vehicle width direction, wherein the panel reinforcement comprises: a first skeleton portion that is provided to extend in a front-rear direction of the vehicle; and a second skeleton portion that is provided at the boundary portion and is configured to be able to transmit a load to the first skeleton portion when an input is applied to the boundary portion in the inner direction in the vehicle width direction. The second skeleton includes a longitudinal skeleton extending in the longitudinal direction of the vehicle so as to be able to transmit a load at a height position where the door outer handle is provided, and a vertical skeleton connecting the first skeleton and the longitudinal skeleton in the vertical direction, the second skeleton including a truss portion configured in a truss shape by the longitudinal skeleton and the vertical skeleton, and a vertex portion of the truss portion is provided on a virtual line in the longitudinal direction of the vehicle that connects the front end and the rear end of the door outer handle and extends forward of the vehicle. This is what happened.

[0008] The above-mentioned convex portion refers to the vertex (point) or peak area (surface) that protrudes most outward in the vehicle width direction of the door outer panel, and the concave portion refers to the vertex (point) or peak area (surface) that protrudes most inward in the vehicle width direction of the door outer panel. Furthermore, the load mentioned above does not refer to an impact load, but rather refers to a load that occurs when, for example, a user applies a certain amount of force to press the door outer panel when waxing the door outer panel.

[0009] According to this invention, the recess is formed recessed inward in the vehicle width direction, so the boundary portion is prone to deformation when a load is input inward in the vehicle width direction, but the second skeletal portion provided at the boundary portion transmits the load to the first skeletal portion, so local deformation of the boundary portion can be suppressed.

[0010] As described above, the second skeleton includes a longitudinal skeleton that extends in the longitudinal direction of the vehicle to be able to transmit loads at a height position where the door outer handle is provided, and a vertical skeleton that connects the first skeleton and the longitudinal skeleton in the vertical direction.

[0011] With this, the longitudinal skeleton is located at the height where the door outer handle is provided, so that the load can be transmitted more efficiently from the longitudinal skeleton at the door outer handle position to the first skeleton via the vertical skeleton.

[0012] As described above, the second skeleton portion includes a truss portion configured in a truss shape by the front-rear skeleton portion and the up-down skeleton portion. According to this, the truss portion has a high effect of dispersing and transmitting the load, and therefore the load transmission efficiency can be improved.

[0013] As described above, the vertex of the truss portion is located on an imaginary line in the vehicle longitudinal direction that connects the front end and rear end of the outer door handle and extends forward of the vehicle. According to this, the apex of the truss section is provided on the imaginary line of the outer door handle, so that the load can be reliably distributed in an area that is likely to be touched by the user's hand.

[0014] As an aspect of the present invention, the first skeleton portion may have a ridge portion extending substantially linearly. According to this invention, the load transmitted from the second skeleton portion to the first skeleton portion can be transmitted to the fixing portion of the panel reinforcement via the ridge portion of the first skeleton portion, which has high rigidity.

[0015] In one aspect of the present invention, the convex portion and the concave portion of the door outer panel may extend in the fore-and-aft direction of the vehicle, and the boundary portion between the convex portion and the concave portion may extend in the fore-and-aft direction of the vehicle at approximately the same height as where the door outer handle is provided. According to this invention, the boundary between the convex portion and the concave portion is positioned at approximately the same height as the outer door handle, so that the area that is likely to be touched by the user's hand can be effectively reinforced. 。

[0016] child As an aspect of the invention, an adhesive may be provided, which is arranged in the vicinity of an apex of the truss portion of the second framework portion and bonds the second framework portion and the door outer panel. According to this invention, the area near the apex of the truss section is a location where the load can be efficiently distributed, and is therefore ideal as an adhesion area where the second framework is attached to the door outer panel, thereby improving the load transmission efficiency of the second framework.

[0017] As an aspect of the present invention, the first skeletal portion and the second skeletal portion may be formed to have a substantially U-shaped cross section. According to this invention, the cross-sectional shape described above can improve the moment of inertia of the first skeleton portion and the second skeleton portion, thereby improving the bending rigidity of the panel reinforcement.

[0018] As an aspect of the present invention, the front end and rear end of the first framework may be fixed to the vicinity of ridges at the front edge and rear edge of the door inner panel. According to this invention, the front and rear ends of the first framework are fixed near the ridge line portion of the door inner panel, which has high rigidity, so that the load of the first framework can be reliably distributed and transmitted to the door inner panel.

[0019] As an aspect of the present invention, at least one of a front end portion and a rear end portion of the first framework portion may be fixed to a reinforcing member provided on a door inner panel. According to this invention, at least one of the front end and rear end of the first skeleton is fixed to a highly rigid reinforcing member, so that the load of the first skeleton can be reliably distributed and transmitted to the door inner panel via the reinforcing member. [Effects of the Invention]

[0020] According to the present invention, it is possible to suppress local deformation of the boundary portion of the door outer panel. [Brief explanation of the drawings]

[0021] [Figure 1] FIG. 2 is a side view showing the vehicle door structure as viewed from the outside of the right side of the vehicle. [Figure 2] FIG. [Figure 3] FIG. 4 is an explanatory diagram showing a convex region including a convex portion and a concave region including a concave portion. [Figure 4] An enlarged view of the panel reinforcement alone. [Figure 5] FIG. 4 is a perspective view showing the panel reinforcement alone. [Figure 6] Cross-sectional view taken along line AA in Figure 2. [Figure 7] (a) is a cross-sectional view taken along line BB in FIG. 2, and (b) is a cross-sectional view taken along line CC in FIG. [Figure 8] (a) is a cross-sectional view taken along line DD in Figure 2, and (b) is a cross-sectional view taken along line EE in Figure 2. [Figure 9] Cross-sectional view taken along line GG in Figure 2. DETAILED DESCRIPTION OF THE INVENTION

[0022] A vehicle door structure for suppressing local deformation of a boundary portion in a door outer panel, the vehicle door structure comprising: a door outer panel including a convex portion that is convex outward in a vehicle width direction, a concave portion that is spaced from the convex portion and concaves inward in the vehicle width direction, and a boundary portion between the convex portion and the concave portion; and a panel reinforcement fixed to an inner surface of the door outer panel in the vehicle width direction, the panel reinforcement comprising: a first skeleton portion that extends in the front-rear direction of the vehicle; and a second skeleton portion that is provided at the boundary portion and is configured to be able to transmit a load to the first skeleton portion when an input is applied to the boundary portion in the inner direction in the vehicle width direction. The second skeleton includes a longitudinal skeleton portion extending in the longitudinal direction of the vehicle so as to be able to transmit a load at a height position where the door outer handle is provided, and a vertical skeleton portion connecting the first skeleton portion and the longitudinal skeleton portion in the vertical direction, the second skeleton portion including a truss portion configured in a truss shape by the longitudinal skeleton portion and the vertical skeleton portion, and a vertex portion of the truss portion is provided on a virtual longitudinal line connecting the front end portion and the rear end portion of the door outer handle and extending forward of the vehicle. This was achieved through the following configuration. [Example]

[0023] An embodiment of the present invention will be described in detail below with reference to the drawings. The drawings show the door structure of a vehicle, with Fig. 1 being a side view of the door structure of the vehicle as seen from the outside of the right side of the vehicle, Fig. 2 being a side view of the door structure with the door outer panel removed from Fig. 1, and Fig. 3 being an explanatory diagram showing a convex area including a convex portion and a concave area including a concave portion.

[0024] 4 is an enlarged view showing the panel reinforcement alone, FIG. 5 is a perspective view showing the panel reinforcement alone, FIG. 6 is a cross-sectional view taken along line AA in FIG. 2, FIG. 7(a) is a cross-sectional view taken along line BB in FIG. 2, FIG. 7(b) is a cross-sectional view taken along line CC in FIG. 2, FIG. 8(a) is a cross-sectional view taken along line DD in FIG. 2, FIG. 8(b) is a cross-sectional view taken along line EE in FIG. 2, and FIG. 9 is a cross-sectional view taken along line GG in FIG. 2.

[0025] As shown in FIG. 1, a door 10 (front door) is provided as a side door that opens and closes a door opening as an entrance and exit for front seat passengers. As shown in FIG. 1, the door 10 includes a door outer handle 11, a door mirror (not shown) abutted against the outer surface of the door outer panel 12 in the vehicle width direction using a door mirror through-hole formed in the front side of the door outer panel 12 near the belt line portion BL, a door window glass, and a door sash portion 13.

[0026] As shown in Figure 2, the above-mentioned door 10 is constructed by integrally connecting a door inner panel 14 and the door outer panel 12 shown in Figure 1 by hemming or the like, and the door 10 has a front edge portion 10A to which a pair of upper and lower door hinge brackets 15, 16 are attached, a lower edge portion 10B, and a rear edge portion 10C. The door 10 is attached to a hinge pillar of the vehicle body via a pair of upper and lower door hinge brackets 15, 16 so as to be able to open and close.

[0027] A hinge reinforcement 17 extending in the vertical direction is joined and fixed to the door interior space side of the door inner panel 14 at the above-mentioned front edge portion 10A to correspond to the door hinge brackets 15, 16, and a latch reinforcement 18 is joined and fixed to the door interior space side of the door inner panel 14 at the above-mentioned rear edge portion 10C.

[0028] Also provided are a beltline reinforcement inner 19 (see Figures 7, 8, and 9) and a beltline reinforcement outer 20, which extend in the longitudinal direction of the vehicle along the beltline portion BL. The beltline reinforcement inner 19 and the beltline reinforcement outer 20 reinforce the edges of the door window glass at the entrance and exit.

[0029] As shown in Figures 7, 8 and 9, the beltline reinforcement inner 19 is provided on the upper inside part of the door inner panel 14 in the vehicle width direction, and as shown in Figures 2, 7, 8 and 9, the beltline reinforcement outer 20 is provided on the upper inside part of the door outer panel 12 in the vehicle width direction.

[0030] The front and rear edges of the door window glass are configured so that their upward and downward movement is guided by front and rear guide rails 21, 22 provided in the interior space of the door 10. Furthermore, an impact bar 23 is provided in a slant shape between the upper part of the front edge 10A of the door 10 and the rear part of the lower edge 10B.

[0031] The impact bar 23 is made of a rigid member, and flanges 23a, 23b are integrally formed at its front and rear ends. The flange 23a located on the front side is joined to the upper part of the hinge reinforcement 17. The flange 23b located on the rear side is joined to the impact bar reinforcement 24 (see FIG. 8(b)). As a result, the rear end of the impact bar 23 is tilted backward so that it is positioned lower than the front end. The rearward tilting structure of the impact bar 23 allows the side collision load to be received over a relatively wide range.

[0032] Furthermore, the impact bar 23 is integrally formed with a plurality of beads 23c, 23c (two in this embodiment) extending in the front-rear direction of the vehicle. Openings 25 and 26 are formed in the main body of the door inner panel 14. These openings 25 and 26 are used for arranging a door module or a speaker.

[0033] As shown in FIG. 7(a), a mirror bracket 27 is provided on the inner side of the belt line reinforcement outer 20 in the vehicle width direction at the position where the door mirror is attached, so as to correspond to the mirror base of the door mirror.

[0034] As shown in Figures 1 and 3, the door outer panel 12 has a convex portion 28 that is convex outward in the vehicle width direction, a concave portion 29 that is spaced downward from the convex portion 28 and is recessed inward in the vehicle width direction, and a boundary portion α (here, the boundary portion means a band portion or area portion) between the convex portion 28 and the concave portion 29.

[0035] In this embodiment, the above-mentioned protrusion 28 is formed approximately parallel to the belt line portion BL at the upper part of the door outer panel 12, and the protrusion 28 is formed continuously in the fore-and-aft direction of the vehicle over the entire length of the door outer panel 12 in the fore-and-aft direction of the vehicle.

[0036] In addition, the above-mentioned recess 29 is formed in an inclined manner in the vertical middle part of the door outer panel 12, with the front edge 10A side being at a low position and the position becoming higher towards the rear of the vehicle, and the recess 29 is formed at an angle continuously in the longitudinal direction of the vehicle over the entire length of the door outer panel 12 in the longitudinal direction of the vehicle.

[0037] Furthermore, the boundary α located between the above-mentioned convex portion 28 and the above-mentioned concave portion 29 is formed so that the vertical dimension is longer on the front side 10A side and becomes shorter towards the rear side 10C side.

[0038] The above-mentioned convex portion 28 is the vertex line that protrudes most outward in the vehicle width direction of the convex region U shown surrounded by a virtual line in Fig. 3, and the above-mentioned concave portion 29 is the vertex line that is recessed most inward in the vehicle width direction of the concave region V shown surrounded by a virtual line in Fig. 3. In this embodiment, the concave region V is located below the convex region U, and a convex region W that is relatively small in the shape of a right triangle compared to the above-mentioned regions U and V is located below and rearward of the concave region V.

[0039] Here, the upper end of the convex area U coincides with the beltline portion BL, and the convex area U is an area formed to face each of these elements 19, 20, 27, 15, 25, 26, including the beltline reinforcement inner 19, the beltline reinforcement outer 20, the mirror bracket 27, the upper door hinge bracket 15, the upper portion of the hinge reinforcement 17, and the upper portions of the openings 25, 26.

[0040] The recessed area V is an area formed to face each of the elements 18, 16, 17, 25, and 26, including the latch reinforcement 18, the lower door hinge bracket 16, the lower portion of the hinge reinforcement 17, and the lower majority of the openings 25 and 26.

[0041] Furthermore, a boundary line β is formed between the upper convex region U and the lower concave region V. As shown in Fig. 3, this boundary line β is formed in an inclined manner so that the vertical position is lower on the front side 10A side and becomes higher on the rear side 10C side. As shown in FIGS. 1 and 2, the door outer panel 12 is provided with a panel reinforcement 30 that is fixed to the inner surface in the vehicle width direction and extends in the vehicle front-rear direction.

[0042] In short, the vehicle door structure of the above embodiment comprises a door outer panel 12 having a convex portion 28 that is convex outward in the vehicle width direction, a concave portion 29 that is spaced apart from the convex portion 28 and is recessed inward in the vehicle width direction, and a boundary portion α between the convex portion 28 and the concave portion 29, and a panel reinforcement 30 that is fixed to the inner surface of the door outer panel 12 in the vehicle width direction.

[0043] The above-mentioned panel reinforcement 30 is adhesively fixed to the inner surface of the door outer panel 12 in the vehicle width direction using adhesives a to i described later, and is also joined and fixed between the front and rear step portions 14c, 14g of the door inner panel 14, as shown in Figure 6.

[0044] That is, on the front edge portion 10A side of the door 10, the door inner panel 14 has a flange portion 14a that is clamped and fixed to the hemmed portion of the door outer panel 12. An extension portion 14b is provided that extends inward in the vehicle width direction from the rear end of this flange portion 14a, and a step portion 14c is provided that extends from this extension portion 14b toward the rear of the vehicle, and further a front edge portion 14d is provided that extends inward in the vehicle width direction from the rear end of the step portion 14c. Ridge lines X1 and X2 extending in the up-down direction are formed on the front and rear portions of the step portion 14c.

[0045] On the rear edge portion 10C side of the door 10, the door inner panel 14 has a flange portion 14e that is clamped and fixed to the hemmed portion of the door outer panel 12. An extension portion 14f is provided that extends inward in the vehicle width direction from the front end of this flange portion 14e, and a step portion 14g that extends from the extension portion 14f toward the front of the vehicle, and further a rear edge portion 14h that extends inward in the vehicle width direction from the front end of the step portion 14g. Ridge lines X3 and X4 extending in the up-down direction are formed on the front and rear portions of the step portion 14g.

[0046] 2 and 6, the front end portion of the panel reinforcement 30 (see the front end portion 31f of the first skeleton portion 31 described later) is fixed to the step portion 14c of the door inner panel 14 at the front edge portion 10A immediately above the upper door hinge bracket 15. As shown in the figures, the rear end portion of the panel reinforcement 30 (see the rear end portion 31r of the first skeleton portion 31 described later) is fixed to the step portion 14g of the door inner panel 14 at the rear edge portion 10C immediately below the latch reinforcement 18.

[0047] Ridge portions X1, X2, X3, and X4 extending in the vertical direction are formed in front and behind each of the front and rear step portions 14c and 14g described above, and the front and rear ends of the panel reinforcement 30 are fixed near the ridge portions X1, X2, X3, and X4 at the front edge portion 10A and the rear edge portion 10C of the door inner panel 14.

[0048] Here, the front end of the panel reinforcement 30 is fixed to the step portion 14c of the door inner panel 14 and the hinge reinforcement 17 by welding. The thickness of the panel reinforcement 30 is 0.5 mm. t The thickness of the door outer panel 12 is 0.65 mm. t The thickness of the hinge reinforcement 17 is 1.6 mm. tAlthough the plate thickness is not limited to the above numerical values, a three-piece welded structure is formed by joining the panel reinforcement 30, which has a relatively small plate thickness, to the hinge reinforcement 17, which has a relatively large plate thickness, and the door inner panel 14, thereby ensuring sufficient load transmission and distribution effects.

[0049] Moreover, as shown in Figures 2 to 5, the above-mentioned panel reinforcement 30 includes a first skeletal portion 31 extending in the fore-and-aft direction of the vehicle, and a second skeletal portion 32 provided at the boundary portion α and configured to be able to transmit load to the first skeletal portion 31 when an input is applied to the boundary portion α in the inward direction of the vehicle width.

[0050] As shown in FIGS. 2 to 5, in this embodiment, the first skeleton 31 is located below the second skeleton 32. By providing the second skeleton portion 32 that transmits the input load in the vehicle width direction inward direction to the first skeleton portion 31, the following effects can be obtained.

[0051] In other words, since the recess 29 is formed recessed inward in the vehicle width direction, the boundary portion α is easily deformed when a load is input in the inward direction in the vehicle width direction, but the second skeletal portion 32 provided at the boundary portion α transmits the load to the first skeletal portion 31, so local deformation of the boundary portion α can be suppressed.

[0052] As shown in Figures 7 to 9, the above-mentioned first skeleton portion 31 has an upper wall 31a, an inner wall 31b extending downward from the inner end of the upper wall 31a in the vehicle width direction, a lower wall 31c extending outward in the vehicle width direction from the lower end of the inner wall 31b, and a lower flange 31d extending downward from the outer end of the lower wall 31c in the vehicle width direction, and is formed in an approximately U-shape in cross section in the vertical direction.

[0053] As a result, ridges X5, X6, X7, and X8 extending continuously and substantially linearly in the vehicle longitudinal direction are formed on the inner and outer sides of the upper wall 31a and the lower wall 31c (see FIGS. 4 and 5).

[0054] That is, the first skeleton 31 has four ridges X5 to X8 that extend substantially linearly. As a result, the load transmitted from the second skeleton 32 to the first skeleton 31 is transmitted via the multiple ridges X5 to X8, which have high rigidity, of the first skeleton 31, particularly the two upper ridges X5 and X6, to the step portions 14c and 14g of the door inner panel 14, which are the front and rear fixing portions of the panel reinforcement 30, and particularly to the highly rigid hinge reinforcement 17 on the front side.

[0055] 1, the protrusion 28 and recess 29 of the door outer panel 12 extend in the vehicle longitudinal direction, and a boundary portion α between the protrusion 28 and the recess 29 extends in the vehicle longitudinal direction at approximately the same height as where the door outer handle 11 is provided. As described above, the second framework portion 32 of the panel reinforcement 30 is provided at the boundary portion α.

[0056] In this way, by positioning the boundary α between the convex portion 28 and the concave portion 29 at approximately the same height as the door outer handle 11, the area that is likely to be touched by the user's hand is effectively reinforced by the second skeletal portion 32 of the panel reinforcement 30.

[0057] As shown in Figures 1, 4 and 5, the second skeleton 32 described above includes a longitudinal skeleton 33 that extends in the longitudinal direction of the vehicle at a height position where the door outer handle 11 is provided so as to be able to transmit loads, and a plurality of first to third vertical skeletons 34, 35 and 36 that connect the first skeleton 31 and the longitudinal skeleton 33 in the vertical direction.

[0058] As shown in Figures 2 and 4, the aforementioned longitudinal skeleton 33 includes a front portion 33a that extends approximately horizontally in the longitudinal direction from the front end of the panel reinforcement 30 to the upper end of the second vertical skeleton 35, a middle portion 33b that slopes rearward at an inclination of approximately 20 degrees from the rear end of the front portion 33a to the upper end of the third vertical skeleton 36, and a rear portion 33c that slopes rearward at an inclination of approximately 30 degrees from the rear end of the middle portion 33b to the rear end of the panel reinforcement 30.

[0059] In this way, the longitudinal skeleton 33 is located at the height position where the door outer handle 11 is provided, and is configured to transmit load more efficiently from the longitudinal skeleton 33 at the position of the door outer handle 11 to the first skeleton 31 via the first to third vertical skeletons 34, 35, and 36.

[0060] As shown in Figures 4 and 5, the above-mentioned second skeleton 32 has a plurality of first to third truss sections T1, T2, and T3 configured in a truss shape by a front-to-rear skeleton 33 and up-to-down skeleton sections 34, 35, and 36. In this embodiment, three truss sections T1, T2, and T3 are formed, but the number of truss sections formed is not limited to this.

[0061] Here, the above-mentioned second skeletal portion 32 forms the bottom portion of the truss portions T1 and T3 and is provided with a bottom skeletal portion 37 that integrally connects the first vertical skeletal portion 34 and the rear portion 33c of the longitudinal skeletal portion 33 in the fore-and-aft direction of the vehicle.

[0062] The first truss portion T1 is surrounded by the elements 33a, 35, and 37, and a triangular opening t1 is formed between the elements 33a, 35, and 37. The second truss portion T2 is surrounded by the elements 33b, 35, and 36, and a triangular opening t2 is formed between the elements 33b, 35, and 36. The third truss portion T3 is surrounded by the elements 33c, 36, and 37, and triangular openings t3 are formed between the elements 33c, 36, and 37.

[0063] In this way, the above-mentioned second skeletal portion 32 has truss portions T1, T2, and T3 configured in a truss shape, and the truss portions T1, T2, and T3 have a high load distribution and transmission effect and are configured to improve the load transmission efficiency from the second skeletal portion 32 to the first skeletal portion 31.

[0064] 2 and 3, the panel reinforcement 30 and the door outer panel 12 are bonded and fixed with adhesives a to i, as indicated by the open circles for convenience of illustration. These adhesives a to i are provided at intervals in the vehicle longitudinal direction and in the vertical direction.

[0065] The adhesives a and b are used to adhesively fix the lower flange 31d of the first skeleton 31 to the door outer panel 12. The adhesives c, d, e, and f are used to adhesively fix the front-to-rear skeleton 33 of the second skeleton 32 to the door outer panel 12. The adhesive g is used to adhesively fix the second up-to-down skeleton 35 to the door outer panel 12. Furthermore, the adhesives h and i are used to adhesively fix the bottom skeleton 37 at a position corresponding to the bottom of the first truss section T1 to the door outer panel 12.

[0066] As shown in Figures 2, 3, and 9, adhesive f among the above adhesives a to i is placed at the vertex of the third truss section T3 of the second skeleton section 32 (a vertex is the point where two adjacent sides of a polygon intersect), and bonds the second skeleton section 32 and the door outer panel 12 together.

[0067] Also, as shown in Figures 2 and 3, adhesives e and g among the above adhesives a to i are arranged near the vertex of the second truss section T2 of the second skeleton section 32, and bond the second skeleton section 32 and the door outer panel 12 together.

[0068] In this way, adhesives f, e, and g are provided which are arranged at the apex of the third truss section T3 of the second skeleton section 32 and near the apex of the second truss section T2, and which bond the second skeleton section 32 and the door outer panel 12 together.

[0069] The vertices and areas near the vertices of the truss sections T2 and T3 are areas where the load can be distributed efficiently and are ideal as adhesion areas where the second skeletal section 32 is adhered to the door outer panel 12, thereby improving the load transmission efficiency of the second skeletal section 32.

[0070] As shown in Figures 1 and 2, the vertex of the second truss section T2 of the multiple truss sections T1, T2, and T3 is located on a vehicle fore-and-aft imaginary line γ that connects the front end 11a and the rear end 11b of the door outer handle 11 and extends forward of the vehicle.

[0071] In this way, the apex of the second truss portion T2 is located on the imaginary line γ of the door outer handle 11, thereby ensuring load distribution in an area that is likely to be touched by the user's hand.

[0072] 7, 8, and 9, the first skeleton 31 and the second skeleton 32 are formed to have a generally U-shaped cross section. Specifically, the first skeleton 31 is formed to have a generally U-shaped cross section with its open side facing outward in the vehicle width direction, and the second skeleton 32 is formed to have a generally U-shaped cross section with its open side facing inward in the vehicle width direction.

[0073] More specifically, the first skeletal portion 31 has an approximately U-shaped cross section in the vertical direction, and the second skeletal portion 32 has an approximately U-shaped cross section in the direction perpendicular to the extension direction of the front-to-rear skeletal portion 33 and the vertical skeletal portions 34, 35, and 36 that make up the second skeletal portion 32.

[0074] The above-mentioned substantially U-shaped cross-sectional shape reduces the second moment of area (generally I x =∫y 2 The structure is designed to improve the bending rigidity of the panel reinforcement 30 by improving the bending resistance (shown as dA, which represents the resistance to bending force).

[0075] As shown in FIG. 6, the front end 31f and rear end 31r of the first framework 31 are fixed to the steps 14c, 14g of the front edge 10A and rear edge 10C of the door inner panel 14 near the ridges X1 to X4.

[0076] In this way, by fixing both front and rear ends of the first skeleton portion 31 near the ridge portions X1 to X4 of the door inner panel 14, which have high rigidity, the load of the first skeleton portion 31 is reliably distributed and transmitted to the door inner panel 14.

[0077] Furthermore, as shown in FIG. 6, at least one of the front end 31f and the rear end 31r of the first framework 31 is fixed to a reinforcing member provided on the door inner panel . In this embodiment, as shown in FIG. 6, a front end portion 31f of the first framework portion 31 is fixed to a hinge reinforcement 17 serving as a reinforcing member provided on the door inner panel .

[0078] More specifically, the front end portion 31f, the hinge reinforcement 17, and the step portion 14c of the door inner panel 14 are welded and fixed together by spot welding. In this way, by fixing the front end portion 31f of the first skeleton portion 31 to the highly rigid hinge reinforcement 17, the load of the first skeleton portion 31 is reliably distributed and transmitted to the door inner panel 14 via the hinge reinforcement 17.

[0079] Here, a structure may be adopted in which the latch reinforcement 18 shown in Figures 2 and 3 is extended downward to the lower end position of the rear end 31r of the first skeleton 31, and the rear end 31r of the first skeleton 31 is also fixed to the latch reinforcement 18 as a reinforcing member provided on the door inner panel 14. In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inside in the vehicle width direction, arrow OUT indicates the outside in the vehicle width direction, and arrow UP indicates the top of the vehicle.

[0080] As described above in detail, the vehicle door structure of the above embodiment is a door structure for a vehicle that includes: a door outer panel 12 that includes a convex portion 28 that convex outward in the vehicle width direction, a concave portion 29 that is spaced from the convex portion 28 and concaves inward in the vehicle width direction, and a boundary portion α between the convex portion 28 and the concave portion 29; and a panel reinforcement 30 that is fixed to an inner surface of the door outer panel 12 in the vehicle width direction, wherein the panel reinforcement 30 includes a first skeleton portion 31 that extends in the front-to-rear direction of the vehicle, and a second skeleton portion 32 that is provided at the boundary portion α and is configured to be able to transmit a load to the first skeleton portion 31 when an input is applied to the boundary portion α in the inner direction in the vehicle width direction (see FIGS. 1, 2, and 3).

[0081] According to such a vehicle door structure, the recess 29 is formed recessed inward in the vehicle width direction, so the boundary portion α is easily deformed when a load is input in the inward direction in the vehicle width direction. However, the second skeletal portion 32 provided at the boundary portion α transmits the load to the first skeletal portion 31, so that local deformation (elastic deformation) of the boundary portion α can be suppressed.

[0082] In addition, in this vehicle door structure, the first framework portion 31 has ridge portions X5 to X8 that extend substantially linearly (see FIGS. 4 and 5). According to such a vehicle door structure, the load transmitted from the second skeleton portion 32 to the first skeleton portion 31 can be transmitted to the fixing portion of the panel reinforcement 30 via the ridge portions X5 to X8 of the first skeleton portion 31, which have high rigidity.

[0083] Furthermore, in the door structure of such a vehicle, the convex portion 28 and the concave portion 29 of the door outer panel 12 extend in the fore-and-aft direction of the vehicle, and the boundary portion α between the convex portion 28 and the concave portion 29 extends in the fore-and-aft direction of the vehicle at approximately the same height as where the door outer handle 11 is provided (see Figure 1).

[0084] According to such a vehicle door structure, the position of the boundary α between the convex portion 28 and the concave portion 29 is set at approximately the same height as the door outer handle 11, thereby effectively reinforcing the area that is likely to be touched by the user's hand.

[0085] Furthermore, in such a vehicle door structure, the second skeleton 32 includes a longitudinal skeleton 33 that extends in the longitudinal direction of the vehicle so as to be able to transmit loads at a height position where the door outer handle 11 is provided, and vertical skeletons 34, 35, and 36 that connect the first skeleton 31 and the longitudinal skeleton 33 in the vertical direction (see Figures 4 and 5).

[0086] According to this type of vehicle door structure, the longitudinal skeleton 33 is located at the height position where the door outer handle 11 is provided, so that the load can be transmitted more efficiently from the longitudinal skeleton 33 at the position of the door outer handle 11 to the first skeleton 31 via the vertical skeletons 34, 35, and 36.

[0087] In addition, in such a vehicle door structure, the second skeleton portion 32 has truss portions T1, T2, and T3 formed in a truss shape by the longitudinal skeleton portion 33 and the vertical skeleton portions 34, 35, and 36 (see Figures 4 and 5). According to such a vehicle door structure, the truss portions T1, T2, T3 have a high effect of dispersing and transmitting the load, and therefore, the load transmission efficiency can be improved.

[0088] In addition, in the vehicle door structure, adhesives e, g, and f are provided which are arranged near the vertices of the truss sections T2 and T3 of the second skeleton section 32 and bond the second skeleton section 32 to the door outer panel 12 (see Figures 2 and 3).

[0089] According to such a vehicle door structure, the areas near the vertices of the truss sections T2 and T3 are areas where the load can be efficiently distributed, and are optimal as adhesion areas where the second framework 32 is adhered to the door outer panel 12. This improves the load transmission efficiency of the second framework 32.

[0090] Furthermore, in such a vehicle door structure, the vertex of the truss portion T2 is located on a vehicle longitudinal imaginary line γ that connects the front end portion 11a and the rear end portion 11b of the door outer handle 11 and extends forward of the vehicle (see Figures 1 and 2).

[0091] According to such a vehicle door structure, the vertex of the truss section T2 is located on the imaginary line γ of the door outer handle 11, so that the load can be reliably distributed in an area that is likely to be touched by the user's hand.

[0092] Furthermore, in this vehicle door structure, the first framework 31 and the second framework 32 are formed to have a substantially U-shaped cross section (see FIGS. 7 to 9). According to such a vehicle door structure, the cross-sectional shape described above can improve the second moment of area of ​​the first skeleton portion 31 and the second skeleton portion 32, thereby improving the bending rigidity of the panel reinforcement 30.

[0093] Additionally, in this vehicle door structure, the front end 31f and rear end 31r of the first framework 31 are fixed to the vicinity of ridges X1 to X4 at the front edge 10A and rear edge 10C of the door inner panel 14 (see FIG. 6).

[0094] According to such a vehicle door structure, the front and rear ends of the first skeleton 31 are fixed near the ridge lines X1 to X4 of the door inner panel 14, which have high rigidity, so that the load of the first skeleton 31 can be reliably distributed and transmitted to the door inner panel 14.

[0095] In addition, in this vehicle door structure, at least one of the front end 31f and the rear end 31r of the first framework 31 is fixed to a reinforcing member (hinge reinforcement 17) provided on the door inner panel 14 (see FIG. 6).

[0096] According to this vehicle door structure, at least one of the front end 31f and the rear end 31r of the first skeleton 31 is fixed to a highly rigid reinforcing member (see hinge reinforcement 17), so that the load of the first skeleton 31 can be reliably distributed and transmitted to the door inner panel 14 via the reinforcing member (hinge reinforcement 17).

[0097] In the configuration of this invention and the correspondence with the above-mentioned embodiment, The reinforcing member of this invention corresponds to the hinge reinforcement 17 of the embodiment, The present invention is not limited to the configurations of the above-described embodiments, and many other embodiments can be obtained. [Industrial Applicability]

[0098] As described above, the present invention is A convex portion that is convex outward in the vehicle width direction; a recess formed inward in the vehicle width direction and spaced from the protrusion; a door outer panel including a boundary portion between the protrusion and the recess; and a panel reinforcement fixed to the inner surface of the door outer panel in the vehicle width direction. [Explanation of symbols]

[0099] 10...Door 10A...front part 10C…Rear part 11...Outer door handle 11a...front end 11b...Rear end 12...Outer door panel 14...Door inner panel 17... Hinge reinforcement (reinforcement member) 28...Convex part 29...recess 30...Panel reinforcement 31...First skeleton 31f...front end 31r…Rear end 32...Second skeleton 33...Front and rear skeleton 34~36...Vertical frame α...Boundary part γ…Virtual line in the front-rear direction of the vehicle T1~T3...Truss section X1~X4…Ridge line part X5~X8…Ridge line part e, f, g...adhesive

Claims

1. A convex portion that is convex outward in the vehicle width direction; a recess formed inward in the vehicle width direction and spaced from the protrusion; a door outer panel including a boundary portion between the protrusion and the recess; a panel reinforcement fixed to an inner surface of the door outer panel in the vehicle width direction, The panel reinforcement includes a first framework portion extending in the vehicle front-rear direction; a second skeleton portion provided at the boundary portion and configured to be able to transmit a load to the first skeleton portion when an input in a vehicle width direction inward direction is applied to the boundary portion, the second framework includes a longitudinal framework extending in the longitudinal direction of the vehicle at a height position where the outer door handle is provided so as to be able to transmit a load; a vertical skeleton portion that connects the first skeleton portion and the front-rear skeleton portion in the vertical direction, the second skeleton portion includes a truss portion configured in a truss shape by the front-rear direction skeleton portion and the up-down direction skeleton portion, The vertex of the truss portion is located on a virtual line in the vehicle longitudinal direction that connects the front end and the rear end of the door outer handle and extends forward of the vehicle. Vehicle door structure.

2. The first skeleton portion has a ridge portion extending substantially linearly. The vehicle door structure according to claim 1.

3. The protrusion and the recess of the door outer panel extend in the vehicle front-rear direction, and the boundary between the protrusion and the recess extends in the vehicle front-rear direction at approximately the same height as where the door outer handle is provided. The vehicle door structure according to claim 1 or 2.

4. an adhesive disposed in the vicinity of the apex of the truss portion of the second framework portion and bonding the second framework portion and the door outer panel together; The vehicle door structure according to claim 1.

5. The first skeleton and the second skeleton are formed to have a substantially U-shaped cross section. The vehicle door structure according to any one of claims 1 to 4.

6. The front and rear ends of the first framework are fixed to the front and rear edges of the door inner panel in the vicinity of the ridges. The vehicle door structure according to any one of claims 1 to 5.

7. At least one of a front end portion and a rear end portion of the first framework portion is fixed to a reinforcing member provided on the door inner panel. The vehicle door structure according to any one of claims 1 to 6.

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