Automotive door trim

Abstract

To provide a side collision energy absorption structure which avoids breaking of a door trim body while exerting excellent side collision energy absorption performance and has a relatively simple configuration in an automobile door trim.SOLUTION: A side collision energy absorption structure 5 includes: a first energy absorber 10 which is made separately from a door trim body 1; and a second energy absorber 20 which is molded integrally with the door trim body 1. The first energy absorber 10 has a peripheral wall 11 over the whole circumstance and an end wall 12 closing an end of the peripheral wall 11. The other end of the peripheral wall 11 is fixed to the door trim body 1 and projects to the outside in a cabin direction. The second energy absorber 20 projects to the outside in a vehicle width direction and is arranged in an internal space 15 of the first energy absorber 10.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a door trim for an automobile, and more particularly to an improvement in a side impact energy absorbing structure provided on the outer side of a door trim main body in the vehicle width direction. [Background technology]

[0002] Automobile door trims are equipped with a side impact energy absorption structure that buckles and deforms to protect occupants in the event of a vehicle side collision. Typical side impact energy absorption structures are either molded integrally with the door trim body, or molded separately and fixed to the door trim body. Side impact energy absorption structures are required to absorb large side impact energy while avoiding damage to the trim body, which makes the structure complex and posing manufacturing challenges.

[0003] The side impact energy absorption structure shown in Figure 5 of Patent Document 1 has a first energy absorber molded separately from the door trim main body and a second energy absorber formed integrally with the door trim main body. The first energy absorber is fixed to the door trim main body at a distance from the door trim main body, and the second energy absorber is disposed between the door trim main body and the first energy absorber. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 8-11539 (Fig. 5) Summary of the Invention [Problem to be solved by the invention]

[0005] The side impact energy absorption structure of Patent Document 1 reduces the difficulty of molding by combining a first energy absorber that is separate from the door trim body and a second energy absorber that is integrated with the door trim body, but the structure of the first energy absorber is still complex. Also, the load on the trim body when absorbing the energy of a side impact is large, which may result in damage such as cracks. [Means for solving the problem]

[0006] The present invention has been made to solve the above-mentioned problems, and provides an automotive door trim comprising a resin door trim main body and a side impact energy absorption structure arranged on the outer side of the door trim main body in the vehicle width direction, the side impact energy absorption structure comprising: (a) a resin first energy absorber made separately from the door trim main body, having a peripheral wall along the entire periphery and an end wall closing one end of the peripheral wall, the other end of the peripheral wall being fixed to the door trim main body and protruding outward in the vehicle width direction; and (b) a second energy absorber molded integrally with the door trim main body, protruding outward in the vehicle width direction and arranged in an internal space defined by the first energy absorber.

[0007] According to the above configuration, the peripheral wall of the first energy absorber is formed around the entire periphery, dispersing the impact load during a side collision. Furthermore, because the second energy absorber also absorbs side impact energy, the first energy absorber can absorb less energy and have lower rigidity than if it were to absorb side impact energy alone. As a result, the load on the door trim body during a side impact can be reduced, preventing damage such as cracks. Furthermore, the side impact energy absorption structure has a simplified configuration and reduced manufacturing costs because the first energy absorber is made separately from the door trim and the second energy absorber is molded integrally with the door trim, the first energy absorber has a simple cup shape, and the second energy absorber is housed within the internal space of the first energy absorber.

[0008] Preferably, a tip end portion of the second energy absorber is spaced apart from the end wall of the first energy absorber in the vehicle width direction. According to this configuration, the side collision energy is absorbed only by the first energy absorber in the early stage of the side collision, so the load on the door trim main body 1 can be further reduced.

[0009] Preferably, the second energy absorber has a protruding portion that protrudes in the vehicle width direction, and a receiving portion that is formed at the tip of the protruding portion and faces the end wall of the first energy absorber in parallel. According to this configuration, the receiving portion of the second energy absorber reliably receives the impact load from the end wall of the first energy absorber, so the second energy absorber can effectively absorb the side impact energy by deformation of the protruding portion.

[0010] Preferably, the protruding portion of the second energy absorber is formed of an elongated plate-like protruding piece, and the receiving portion is formed of a plate-like receiving piece that is perpendicular to the protruding piece. According to this configuration, the configuration of the second energy absorber can be further simplified, and formability can be improved.

[0011] Preferably, the peripheral wall of the first energy absorber has a circular cross section and tapers so that its diameter decreases toward the one end, and the other end of the peripheral wall is formed with an annular flange, and the flange is fixed to the door trim main body. According to this configuration, the peripheral wall of the first energy absorber is buckled and deformed almost uniformly, so that the load on the door trim main body 1 can be further reduced. [Effects of the Invention]

[0012] The side impact energy absorption structure of the present invention can fully absorb side impact energy while reducing the load on the door trim body during a side impact, thereby avoiding damage such as cracks, and can also simplify the configuration. [Brief explanation of the drawings]

[0013] [Figure 1] 1 is a cross-sectional view of a side impact energy absorption structure for an automobile door trim according to one embodiment of the present invention. [Figure 2] FIG. 2 is an exploded cross-sectional view showing the side impact energy absorption structure. [Figure 3] 4 is a cross-sectional view showing a state in which a first energy absorber of the side impact energy absorption structure is deformed during a side impact. FIG. [Figure 4] 10 is a cross-sectional view showing a state in which the deformation of the first energy absorber has progressed further and the second energy absorber has also deformed. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0014] An automotive door trim according to one embodiment of the present invention will be described below with reference to the drawings. As shown in Fig. 1, the door trim has a door trim main body 1 made by injection molding a resin such as polypropylene. A side impact energy absorbing structure 5 is disposed on the outer side of the door trim main body 1 in the vehicle width direction, and a door panel (not shown) is disposed further outward in the vehicle width direction.

[0015] <Configuration of side impact energy absorption structure> As shown in an exploded view in Figure 2, the side impact energy absorption structure 5 includes a first energy absorber 10 manufactured in a process separate from the door trim main body 1, and a second energy absorber 20 molded integrally with the door trim main body 1 at the same time.

[0016] The first energy absorber 10 is obtained by press-molding a resin sheet such as polypropylene into a cup shape, and has a peripheral wall 11 that surrounds the entire periphery, an end wall 12 that closes one end of the peripheral wall 11, and an annular flange 13 that extends radially outward from the other end of the peripheral wall 11. The peripheral wall 11 has a circular cross section and tapers so that the diameter decreases toward the end wall 12. The first energy absorber 12 has an internal space 15.

[0017] The second energy absorber 20 has a long, thin, plate-shaped protruding piece 21 (protruding portion) that protrudes outward in the vehicle width direction, approximately perpendicular to the door trim main body 1, and a plate-shaped receiving piece 22 (receiving portion) that is bent from the tip of the protruding piece 21 at a right angle to the protruding piece 21, and is approximately L-shaped.

[0018] The first energy absorber 10 is attached to the door trim main body 1 by fixing its flange 13 to the outer surface of the door trim main body 1 in the vehicle width direction by means of welding or the like so that its central axis L is substantially perpendicular to the door trim main body 1 (so that it protrudes outward in the vehicle width direction). The end wall 12 of the first energy absorber 10 is spaced apart from the door trim main body 1 in the vehicle width direction and is close to and faces the door panel (not shown).

[0019] A second energy absorber 20 is housed in the internal space 15 of the first energy absorber 10. The protruding piece 21 of the second energy absorber 20 is offset from the central axis L of the first energy absorber 10, and the receiving piece 21 is substantially parallel to and faces the end wall 12 of the first energy absorber 10 at a distance in the vehicle width direction.

[0020] <Effect of side impact energy absorption structure> In the event of a vehicle side collision, the side collision energy absorption structure 5 is sandwiched between the door panel and the door trim body 1 and receives an impact load in the vehicle width direction, and absorbs the side collision energy through buckling deformation, etc., as will be described in detail below.

[0021] At the initial stage of a side collision, the end wall 12 of the first energy absorber 10 hits the door panel, and the peripheral wall 11 of the first energy absorber 10 swells and buckles due to a compressive impact load in the vehicle width direction (direction of the central axis L) as shown in Fig. 3. Because the peripheral wall 11 is tapered toward the tip and has a circular cross section, it can buckle almost uniformly and reliably.

[0022] As the deformation of the peripheral wall 11 of the first energy absorber 10 progresses, the end wall 12 of the first energy absorber 10 comes into contact with the receiving piece 22 of the second energy absorber 20, as shown in Fig. 3. As the deformation of the peripheral wall of the first energy absorber 10 progresses further, not only the peripheral wall 11 of the first energy absorber 10 but also the protruding piece 21 of the second energy absorber 20 deforms, as shown in Fig. 4. As a result, a large side impact energy can be absorbed. In the second energy absorber 20, the receiving piece 22 facing the end wall 12 of the first energy absorber 10 receives the load, so the protruding piece 21 can be reliably deformed.

[0023] The peripheral wall 11 of the first energy absorber 10 is formed around the entire periphery, so the impact load is dispersed. Moreover, the peripheral wall 11 has a circular cross section, so the impact load can be dispersed almost evenly. As a result, the load on the door trim main body 1 can be reduced.

[0024] The second energy absorber 20 helps absorb the side impact energy. In this embodiment, the ratio of the amount of side impact energy absorbed by the second energy absorber 20 to the amount of side impact energy absorbed by the first energy absorber 10 is, for example, 1:2 to 1:4. Therefore, even if the rigidity of the first energy absorber 20 is lower than when the first energy absorber 20 absorbs side impact energy alone, it is still possible to sufficiently absorb the side impact energy, and in this respect, the load on the door trim main body 1 can also be reduced.

[0025] Since the end wall 12 of the first energy absorber 10 and the receiving piece 22 of the second energy absorber 20 are spaced apart, the load on the door trim main body 1 at the initial stage of a side collision can be reduced.

[0026] As described above, the load on the door trim body 1 when absorbing the energy of a side collision can be reduced, so that damage such as cracks to the door trim body 1 can be avoided.

[0027] The side impact energy absorption structure 5 consists of a first energy absorber 10 with a simple cup shape and a second energy absorber 20 in the form of an L-shaped plate. Despite having a relatively simple structure, it can exhibit sufficient side impact energy absorption performance.

[0028] The present invention is not restricted to the above embodiment, and various other aspects are possible. The amount of side impact energy absorbed by the second energy absorber may be made smaller than in the above embodiment, or may be made larger than in the above embodiment, for example, to be comparable to the first energy absorber. The cross-sectional shape of the peripheral wall of the first energy absorber may be polygonal or elliptical. The shape of the second energy absorber is not limited to L-shaped. For example, it may have a pair of protruding pieces and a receiving piece spanning between the tips of these two protruding pieces at a right angle to the protruding pieces, forming a gate shape.

Industrial Applicability

[0029] The present invention can be applied to the side impact energy absorption structure of an automobile door trim.

Explanation of Reference Numerals

[0030] 1 Door trim body 5 Side impact energy absorption structure 10 First energy absorber 11 Peripheral wall 12 End wall 13 Flange portion 15 Internal space 20 Second energy absorber 21 Protruding piece (protrusion) 22 Receiving piece (receiving portion)

Claims

1. A door trim for an automobile includes a resin door trim body and a side impact energy absorbing structure disposed on an outer side of the door trim body in a vehicle width direction, The side impact energy absorption structure is a) a first energy absorber made of resin, which is made separately from the door trim main body, and which has a peripheral wall extending around the entire periphery and an end wall closing one end of the peripheral wall, the other end of the peripheral wall being fixed to the door trim main body and protruding outward in the vehicle width direction; a) a second energy absorber that is integrally formed with the door trim body, protrudes outward in the vehicle width direction, and is disposed in an internal space defined by the first energy absorber; Equipped with a second energy absorber that is entirely separated from the inner surface of the first energy absorber, and a tip end of the second energy absorber that faces the end wall of the first energy absorber at a distance in the vehicle width direction.

2. 2. The door trim for an automobile according to claim 1, wherein the second energy absorber has a protruding portion protruding in the vehicle width direction and a receiving portion formed at the tip of the protruding portion and facing parallel to the end wall of the first energy absorber.

3. 3. The door trim for an automobile according to claim 2, wherein the protruding portion of the second energy absorber is formed as an elongated plate-like protruding piece, and the receiving portion is formed as a plate-like receiving piece that is perpendicular to the protruding piece.

4. The automotive door trim according to any one of claims 1 to 3, characterized in that the peripheral wall of the first energy absorber has a circular cross section and tapers so that its diameter decreases toward the one end, and the other end of the peripheral wall is formed with an annular flange, and the flange is fixed to the door trim main body.

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