Vehicle door structure

Abstract

A vehicle door structure according to the present invention is provided with: an outer panel 11; an inner panel 12 provided inside the outer panel 11 in the vehicle width direction; a reinforcing member (stiffener 13) that includes a main body portion 14 facing the outer panel 11, and a leg portion 15 located inward in the vehicle width direction from the main body portion 14 and attached to the inner panel 12 and that is provided between the outer panel 11 and the inner panel 12; a latch device 20 that maintains engagement between a vehicle body and a door 10, the latch device 20 including a movable member (lever 21) for releasing the engagement; and a restricting member (bracket 30) supported by the main body portion 14 includes a restricting portion 32 that faces the outer panel 11 and that extends toward a position where the movement of the movable member in the direction of releasing the engagement of the door 10 is restricted.

Description

Vehicle door structure

[0001] The present invention relates to a door structure of a vehicle.

[0002] Patent Document 1 discloses a door structure. The door structure of this document includes a stiffener provided inside the door and a door lock device having a lock lever connected to an outside handle. The stiffener includes a vehicle-width direction wall portion extending in the vehicle-width direction and a front-rear direction wall portion extending in the vehicle front-rear direction from the inner end of the vehicle-width direction wall portion in the vehicle-width direction. Further, a locking member is provided at a portion of the front-rear direction wall portion facing the lock lever.

[0003] When the above-described door provided with a stiffener receives a load from the outside in the vehicle-width direction toward the inside, the stiffener moves while deforming toward the inside in the vehicle-width direction. At this time, the locking member also moves toward the inside in the vehicle-width direction and locks the lock lever. Thereby, the movement of the lock lever is blocked, and the engagement between the door and the vehicle body is maintained regardless of the presence or absence of a load on the outside handle.

[0004] International Publication No. 2011 / 155438

[0005] From the viewpoint of occupant protection, the requirements for safety performance against side collisions are increasing more and more. One of the problems is the unexpected opening of the door.

[0006] An object of the present invention is to provide a door structure capable of quickly preventing the unexpected opening of a door against a side load such as a side collision.

[0007] A vehicle door structure according to one aspect of the present invention comprises an outer panel, an inner panel, a reinforcing member, a latch device, and a regulating member. The inner panel is provided on the inside of the outer panel in the vehicle width direction. The reinforcing member is provided between the outer panel and the inner panel. The reinforcing member includes a main body portion facing the outer panel and a leg portion located inward from the main body portion in the vehicle width direction and attached to the inner panel. The latch device maintains engagement between the vehicle body and the door. The latch device includes a movable member for releasing the engagement. The regulating member is supported by the main body portion. The regulating member includes a regulating portion. The regulating portion faces the outer panel and extends toward a position where the movement of the movable member in the direction of releasing the engagement of the door is restricted.

[0008] According to the present invention, a door structure is provided that can quickly prevent the door from opening unexpectedly in the event of a lateral load such as a side collision.

[0009] Figure 1 is a side view of a vehicle door to which the door structure according to the embodiment is applied. Figure 2 is a perspective view showing the main part of Figure 1. Figure 3 is a view of the latch device and its surroundings from above. Figure 4A shows the behavior of the stiffener and bracket when a side collision occurs with the door. Figure 4B shows the behavior of the stiffener and bracket when a side collision occurs with the door. Figure 4C shows the behavior of the stiffener and bracket when a side collision occurs with the door. Figure 5 is a graph of a comparative example and an embodiment showing the change in the distance between the restricting part and the restricting position over time.

[0010] The door structure according to the embodiment will be described below with reference to the drawings. In each figure, FR and RR indicate the front and rear of the vehicle in the longitudinal direction, respectively. UP and DN indicate the upper and lower of the vehicle in the vertical direction, respectively. IS and OS indicate the inner and outer sides in the vehicle width direction, respectively. The inner side in the vehicle width direction means the side towards the center of the vehicle in the vehicle width direction. The outer side in the vehicle width direction means the opposite side of the inner side in the vehicle width direction. Furthermore, elements having the same function are denoted by the same reference numerals, and redundant explanations are omitted.

[0011] Figure 1 is a side view of a vehicle door 10 to which the door structure according to the embodiment is applied. Figure 2 is a perspective view showing the main part of Figure 1. Figure 3 is a view of the latch device 20 and its surroundings from above. Note that Figure 1 omits the outer panel 11 (see Figure 3).

[0012] The door 10 is installed on both sides of the vehicle body (not shown) in the vehicle width direction, and is designed to be openable and closable. The door 10 to which the door structure is applied comprises an outer panel 11, an inner panel 12, a stiffener 13 as a reinforcing member, a latch device (door lock device) 20, and a bracket 30 as a regulating member.

[0013] The outer panel 11 is provided on the outside of the inner panel 12 in the vehicle width direction. The inner panel 12 is provided on the inside of the outer panel 11 in the vehicle width direction. The peripheral edges of the outer panel 11 and the inner panel 12 are joined to each other by welding or the like. This creates a space between the outer panel 11 and the inner panel 12 in which the components of the door 10 are housed.

[0014] The stiffener 13 is provided between the outer panel 11 and the inner panel 12 to improve the rigidity of the door 10. The stiffener 13 extends from front to rear and is attached to the inner panel 12 at both ends. At least one bead may be formed on the stiffener 13. The bead is formed along the direction of extension of the stiffener 13 and further improves the bending rigidity of the stiffener 13.

[0015] A reinforcement panel (not shown) may be provided above the stiffener 13. Similarly, an impact beam (not shown) may be provided below the stiffener 13. These are attached to the inner panel 12 and, together with the stiffener 13, improve the rigidity of the door 10.

[0016] The stiffener 13 includes a main body 14 and leg portions 15. The main body 14 and leg portions 15 are integrally formed by bending using the same material. The main body 14 faces the outer panel 11 and receives loads from the side via the outer panel 11. The leg portions 15 are attached to the inner panel 12 and support the main body 14. The leg portions 15 are provided at least at the rear end of the stiffener 13 and are located inward in the vehicle width direction from the main body 14.

[0017] The leg portion 15 includes a first wall portion 15a extending in the vehicle width direction and a second wall portion 15b extending in the vehicle longitudinal direction. The first wall portion 15a extends inward in the vehicle width direction from the main body portion 14 via a bent portion 15d located behind the main body portion 14 in the vehicle longitudinal direction. The second wall portion 15b extends rearward in the vehicle longitudinal direction via a bent portion 15e located inside the first wall portion 15a in the vehicle width direction. Therefore, as shown in Figure 3, when viewed from above, the end of the stiffener 13 has a substantially S-shaped cross-sectional shape.

[0018] The second wall portion 15b has a mounting surface 15c on its rear side. The second wall portion 15b is attached to the inner panel 12 via the mounting surface 15c by fastening components such as bolts or by welding. As described later, the portion of the second wall portion 15b on which the mounting surface 15c is provided functions as a base point (fixed end) when the stiffener 13, subjected to a lateral load, is bent inward in the vehicle width direction.

[0019] Furthermore, as long as a roughly S-shaped cross-section is formed, the extension direction of the first wall portion 15a is not limited to the vehicle width direction. Similarly, the extension direction of the second wall portion 15b is not limited to the vehicle front-rear direction.

[0020] As shown in Figure 3, the latch device 20 is installed at the rear of the inner panel 12. When the door 10 is closed, the latch device 20 maintains the engagement between the vehicle body and the door 10, i.e., the state in which the door 10 is locked to the latch device 20. The latch device 20 also includes a lever 21 as a movable member for releasing the engagement between the vehicle and the door 10.

[0021] The lever 21 is rotatable in the vertical direction and is connected to a wire 22 extending from a door handle (not shown). When a predetermined tension is generated in the wire 22 by operating the door handle (not shown), the lever 21 rotates so that its tip is pulled up. As a result, the engagement between the vehicle body and the door 10 is released.

[0022] The bracket 30, acting as a restricting member, is attached to and supported by the main body 14 at its rear by welding or other joining. The bracket 30 has, for example, an L-shaped cross-section when viewed from the front-rear direction of the vehicle and extends in the front-rear direction of the vehicle. The bracket 30 includes a base portion 31 and a restricting portion 32. The base portion 31 is supported by the main body 14 and extends rearward from the bent portion 15d of the stiffener 13.

[0023] The restricting portion 32 is located behind the base portion 31 and is supported by the base portion 31. The restricting portion 32 faces the outer panel 11 and is positioned to be in contact with the outer panel 11 when it is deformed. The restricting portion 32 extends inward in the vehicle width direction toward a position (for convenience, referred to as the restricting position) toward which the movement of the lever 21 in the direction of disengaging the engagement between the vehicle body and the door 10 is restricted. That is, the restricting portion 32 extends toward the position on the rotational trajectory of the lever 21 toward which the engagement between the vehicle body and the door 10 is maintained. In the example shown in Figure 2, the restricting position is located slightly above the tip of the lever 21.

[0024] The length of the restricting portion 32 along the vehicle width direction is shorter than the distance from the restricting position along the same direction to the outer panel 11. Specifically, this value is set so that when the stiffener 13 undergoes excessive deformation inward in the vehicle width direction due to a side collision, the restricting portion 32 can temporarily contact the outer panel 11, and when the restricting portion 32 is displaced inward in the vehicle width direction due to the deformation of the stiffener 13, the tip of the restricting portion 32 can reach the restricting position.

[0025] The restricting portion 32 may include a protruding portion 33 that projects outward in the vehicle width direction toward the outer panel 11. That is, the restricting portion 32 may include a portion that extends inward in the vehicle width direction from the portion that is supported by the base portion 31, and a portion that extends outward in the vehicle width direction from the portion that is supported by the base portion 31. The protruding portion 33 is located rearward from the joint between the bracket 30 and the main body portion 14. The protruding portion 33 is also the portion of the restricting portion 32 closest to the outer panel 11.

[0026] The restricting member may be formed integrally with the stiffener 13 as part of the stiffener 13. For example, by applying processes such as bending or cutting to the material constituting the stiffener 13, a shape similar to the bracket 30 illustrated in Figure 2 can be formed.

[0027] Next, the behavior of each part when the door 10 is subjected to a lateral load due to a side collision will be explained. Figures 4A to 4C show the behavior of the stiffener 13 and bracket 30 when a side collision occurs with the door 10. Figures 4A, 4B, and 4C show the behavior at times t = 0 ms, 4 ms, and 12 ms, respectively, after the side collision.

[0028] Figure 4A shows the state before a lateral load is applied to the door 10. The door 10 is closed, and the lever 21 of the latch device 20 is in a position that maintains the engagement between the vehicle body and the door 10, and is in a position that allows it to be rotated in the direction that releases this engagement.

[0029] Let's consider a case where a load is applied to the outer panel 11 near its center, moving from the outside in the vehicle width direction towards the inside. When the above load is applied to the outer panel 11, as shown in Figures 4B and 4C, the outer panel 11 deforms so as to be concave in the vehicle width direction, centered on the area where the load is applied. At this time, the displacement of the peripheral edge of the outer panel 11 that is joined to the inner panel 12 is relatively small.

[0030] The stiffener 13 is also pressed by the outer panel 11 and deforms so as to be concave inward in the vehicle width direction. However, the legs 15 (second wall portion 15b) of the stiffener 13 are attached to the inner panel 12. Therefore, the bending of the bent portion 15d and the bent portion 15e progresses so that the distance between the main body portion 14 and the second wall portion 15b decreases. In conjunction with this, the bracket 30 is tilted inward in the vehicle width direction at the front portion and displaced inward as a whole in the vehicle width direction.

[0031] As shown in Figure 4C, as the bending of the bent portions 15d and 15e progresses further, the bracket 30 is displaced further inward in the vehicle width direction, and the restricting portion 32 reaches the restricting position (i.e., the space above the lever 21). The restricting portion 32 prevents the lever 21 from moving upward and prevents the engagement between the vehicle body and the door 10 from being released. In other words, the engagement between the vehicle body and the door 10 is maintained, and the door 10 is prevented from opening unexpectedly.

[0032] Furthermore, a bracket 30 is attached to the main body 14. As a result, as shown in Figure 4B, the outer panel 11 collides with the protruding portion 33 as the outer panel 11 and stiffener 13 deform. This causes the protruding portion 33 to receive an instantaneous load inward in the vehicle width direction, and the rear part of the bracket 30, including the restricting portion 32, temporarily bends (bends) inward in the vehicle width direction. Meanwhile, as described above, the deformation of the leg portion 15 also progresses. In other words, with the rear part of the bracket 30 bent inward in the vehicle width direction, the deformation of the leg portion 15 progresses, and the restricting portion 32 reaches the restricting position. Therefore, compared to the case where the outer panel 11 does not collide with the restricting portion 32 (protruding portion 33) (comparative example described later), it is possible to quickly prevent the door 10 from opening unexpectedly.

[0033] The deformation of the leg portion 15 continues thereafter. Even if the bracket 30 bends in the opposite direction, or if the bending disappears, the restricting portion 32 remains in the restricting position, thus maintaining the engagement between the vehicle body and the door 10.

[0034] Figure 5 is a graph showing the change over time in the distance between the restricting portion 32 and the restricting position (i.e., the space above the lever 21) for both the comparative example and the embodiment. The horizontal axis represents elapsed time, and the vertical axis represents the distance between the restricting portion 32 and the restricting position. The origin of the horizontal axis is set to the time when a lateral load due to a side collision is applied to the door 10. The solid line in the figure shows the graph of the embodiment based on the analysis results illustrated in Figures 4A to 4C. On the other hand, the dotted line in the figure shows the graph of the comparative example. In the comparative example, it is assumed that the restricting portion 32 of the bracket 30 does not contact the outer panel 11. The bracket of the comparative example is identical to the bracket 30 of the embodiment in other terms and dimensions, except that the protruding portion 33 is omitted.

[0035] This analysis assumes that the side impact occurs near the center of the stiffener 13. Therefore, the deformation of the stiffener 13 near the bracket occurs slightly later than the timing of the side impact. In conjunction with the deformation of the stiffener 13, the bracket 30 gradually tilts (see Figure 4B), and the distance between the restricting portion 32 and the restricting position reaches its maximum after 4 ms. Also, in this embodiment, the outer panel 11 collides with the protruding portion 33 at this point.

[0036] Subsequently, in both the embodiment and the comparative example, the bending of the leg portion 15 progresses, and the distance between the restricting portion 32 and the restricting position decreases. However, as described above, in the embodiment, the outer panel 11 collides with the protruding portion 33. Therefore, due to the inward deflection of the bracket 30 in the vehicle width direction caused by this collision, the tip of the restricting portion 32 in the embodiment reaches the restricting position earlier than in the comparative example.

[0037] (1) The door structure according to this embodiment comprises a reinforcing member and a restricting member supported by the main body of the reinforcing member. The reinforcing member includes the main body and a leg portion located inward from the main body in the vehicle width direction and attached to the inner panel. The restricting member, on the other hand, faces the outer panel and includes a restricting portion that extends toward a position in which the movement of the movable member in the direction of disengaging the door is restricted.

[0038] When the reinforcing member deforms due to a side impact with the outer panel, bending around the leg progresses, and the restricting member is displaced inward in the vehicle width direction. As a result, the restricting part reaches the restricting position and restricts the movement of the movable member. The restricting member is also supported by the main body of the reinforcing member. The main body is the part of the reinforcing member that experiences relatively large displacement in the vehicle width direction due to lateral loads. Furthermore, the outer panel collides with the restricting part in the initial stages of a side impact. As a result, the movement of the movable member can be restricted quickly, and the accidental opening of the door can be quickly prevented.

[0039] (2) The restricting portion may include a protruding portion that extends toward the outer panel. In this case, the protruding portion will preferentially contact (collide with) the outer panel more than other parts of the restricting member. Therefore, it is possible to make it easier to cause the restricting member to flex inward in the vehicle width direction, thereby accelerating the movement of the restricting portion to the restricting position. In addition, the distance between the outer panel and the restricting portion can be adjusted only by adjusting the dimensions of the protruding portion. Therefore, it is possible to suppress an increase in the manufacturing cost of the restricting member.

[0040] (3) The restricting member may be formed as a bracket attached to the reinforcing member. That is, the restricting member may be formed separately from the reinforcing member and attached to the reinforcing member. In this case, the shape and material of the restricting member are not restricted to those of the reinforcing member. Therefore, the productivity and versatility of the restricting member can be increased.

[0041] The embodiments described above are merely illustrative examples provided to facilitate understanding of the invention. The technical scope of the invention is not limited to the specific technical matters disclosed in the embodiments described above, but also includes various modifications, changes, and alternative technologies that can be easily derived therefrom.

[0042] 10 Door 11 Outer panel 12 Inner panel 13 Stiffener 14 Main body 15 Legs 20 Latch device (door lock device) 21 Lever 30 Bracket 31 Base 32 Restricting part 33 Protruding part

Claims

1. A vehicle door structure comprising: an outer panel; an inner panel provided on the inside of the outer panel in the vehicle width direction; a reinforcing member provided between the outer panel and the inner panel, including a main body portion facing the outer panel and a leg portion located inward from the main body portion in the vehicle width direction and attached to the inner panel; a latch device for maintaining engagement between the vehicle body and the door, the latch device including a movable member for releasing the engagement; and a restricting member supported by the main body portion, including a restricting portion that faces the outer panel and extends toward a position where the movement of the movable member in the direction of releasing the engagement of the door is restricted.

2. The vehicle door structure according to claim 1, wherein the restricting portion includes a protruding portion that protrudes toward the outer panel.

3. The vehicle door structure according to claim 1 or 2, wherein the restricting member is formed as a bracket attached to the reinforcing member.

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