[0001]The present invention relates to an automobile door.
　The present application claims priority based on Japanese Patent Application No. 2019-004037 filed in Japan on January 15, 2019, the contents of which are incorporated herein by reference.
Background technology
[0002]Conventionally, for example, in Patent Document 1 below, there is a technique that assumes that a door structure for an automobile that can achieve high-level vibration suppression and tension rigidity improvement of a door outer panel while suppressing weight increase and cost increase is provided. Have been described.
Prior art literature
Patent documents
[0003]
Patent Document 1: Japanese Patent Application Laid-Open No. 2003-205741
Outline of the invention
Problems to be solved by the invention
[0004]
　In the technique described in Patent Document 1, one strut extending in the vehicle height direction of the door and a door outer waist reinforcement and a guard bar extending in the vehicle length direction of the door are provided. Of these, struts extending in the vehicle height direction of the door are provided to improve the tension rigidity of the panel, and shock absorption due to a collision is carried out by the guard bar extending in the vehicle length direction.
[0005]
　However, shock absorbing members such as guard bars are installed so as to cross the door. The end portion of the shock absorbing member is fixed, and the shock absorbing member absorbs the impact by bending on the central side of the fixed portion. However, the present inventors have found that if the shock absorbing member is easily bent, there is a problem that the performance of the shock absorbing member cannot be fully exhibited.
[0006]
　Further, since the strut provided with only one is provided for improving the tension rigidity, it is not possible to absorb the impact around the strut. Furthermore, the present inventors have found that it is necessary to provide a sturdy guard bar in order to absorb the impact, which causes a problem of increasing the weight of the door.
[0007]
　The present invention has been made in view of the above problems, and an object of the present invention is to provide a new and improved automobile door capable of more reliably absorbing an impact.
Means to solve problems
[0008]
(1) The automobile door according to one aspect of the present invention includes an exterior material, a first shock absorbing member, and a second shock absorbing member, and the first shock absorbing member is in the vehicle height direction. The exterior material is arranged so as to extend over both end regions, the first shock absorbing member is arranged closer to the passenger compartment than the second shock absorbing member, and the second shock absorbing member is arranged. The second shock absorbing member is arranged adjacent to the inner surface of the exterior material so as to extend across both end regions in the vehicle length direction, and the first shock absorbing member is arranged adjacent to the inner surface of the exterior material. The member and the second shock absorbing member have an intersection, and the first shock absorbing member is formed in a portion other than the both end regions in the vehicle height direction, the both end regions in the vehicle length direction, and the intersection. The bending rigidity in the vehicle width direction of the cross section perpendicular to the extending direction of the second shock absorbing member is larger than the bending rigidity in the vehicle width direction of the cross section perpendicular to the extending direction of the second shock absorbing member.
(2) In the automobile door according to (1) above, the width in the vehicle width direction may be equal to or larger than the width in the vehicle length direction in the cross section perpendicular to the extending direction of the first shock absorbing member. ..
(3) In the automobile door according to (1) or (2) above, in the cross section perpendicular to the extending direction of the second shock absorbing member, the width in the vehicle width direction is equal to or greater than the width in the vehicle height direction. There may be.
(4) In the automobile door according to any one of (1) to (3) above, at the intersection, the vehicle width direction of the first shock absorbing member and / or the second shock absorbing member. Thickness may be reduced.
(5) In the automobile door according to (4) above, at the intersection, the flexural rigidity of the cross section perpendicular to the extending direction of the first shock absorbing member in the vehicle width direction is the second shock absorbing member. It may be larger than the flexural rigidity of the cross section perpendicular to the extending direction of the member in the vehicle width direction.
(6) In the automobile door according to any one of (1) to (5) above, the first shock absorbing member and / or the second shock absorbing member may be joined to the exterior material. ..
(7) In the automobile door according to any one of (1) to (6) above, the first shock absorbing member and the second shock absorbing member may be joined.
(8) The automobile door according to any one of (1) to (7) above may be provided with a plurality of the first shock absorbing member and / or the second shock absorbing member.
The invention's effect
[0009]
　As described above, according to the present invention, it is possible to provide an automobile door capable of more reliably absorbing an impact.
A brief description of the drawing
[0010]
FIG. 1 is a perspective view showing a structure of an automobile according to an embodiment of the present invention.
FIG. 2 is a schematic view showing a door structure according to the present embodiment.
FIG. 3 is a schematic view showing a cross section along the alternate long and short dash line I-I'shown in FIG. 2 in a state where the door according to the present embodiment is closed with respect to the body.
FIG. 4 is a schematic view showing a state in which the exterior panel according to the present embodiment is viewed from the back side (inside of an automobile).
FIG. 5 is a schematic perspective view showing an example of the configuration of the shock absorbing member according to the present embodiment.
FIG. 6 is a schematic perspective view showing in detail an example of an intersection of a first shock absorbing member and a second shock absorbing member according to the present embodiment.
FIG. 7 is a schematic view showing a door structure according to the present embodiment.
FIG. 8 is a schematic view showing a door structure according to Comparative Example 1.
FIG. 9 is a schematic view showing a door structure according to Comparative Example 2.
[Fig. 10] With respect to the configuration of the present embodiment shown in FIGS. 2 and 7, and the configurations of Comparative Example 1 and Comparative Example 2 shown in FIGS. 8 and 9, when the exterior panel of the door is pressed with an indenter, the indenter It is a characteristic diagram which shows the relationship between a stroke and a load which an indenter receives.
Mode for carrying out the invention
[0011]
　Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the present specification and the drawings, components having substantially the same functional configuration are designated by the same reference numerals, so that duplicate description will be omitted.
[0012]
　In recent years, application of high-strength steel sheets to automobile exteriors has been studied. When a high-strength steel plate is applied, the thickness of the steel plate becomes thin, and the weight of the exterior material of the automobile can be reduced. For example, when a high-strength steel plate is applied to an exterior material having a conventional plate thickness of 0.7 mm, it is expected that even if the plate thickness is 0.4 mm, dent resistance equivalent to that of the conventional plate thickness of 0.7 mm can be obtained. can. However, since the tension rigidity of the exterior material depends on the plate thickness, if the plate thickness is reduced, the tension rigidity becomes insufficient. In other words, if the plate thickness is reduced, the exterior material is easily deformed when the exterior material is pushed by hand. On the other hand, in International Publication No. 2018/021422, the present inventors disclosed shock absorbing members arranged vertically and horizontally inside the exterior panel, and even if the thickness of the exterior material was reduced, the tension rigidity and impact resistance were increased. The weight has been reduced without degrading the performance. On the other hand, the present application achieves further weight reduction of the exterior material of the automobile.
[0013]
　FIG. 1 is a perspective view showing the structure of an automobile 1000 according to an embodiment of the present invention. As shown in FIG. 1, the automobile 1000 includes components such as a body 500, a door 600 (front door and / or rear door), a bonnet 700, a fender 800, and a boot lid 900. In the present embodiment, the structure of the automobile 1000, particularly in the vicinity of the door 600, will be described. The present invention can be applied to a sliding door as well as a door attached to a vehicle body via a hinge.
[0014]
　Normally, the door 600 and the body 500 refer to the door 600 with respect to the body 500 via a door hinge (or a door hinge provided on the B pillar 530) provided on the A pillar 510 (also referred to as a front pillar) of the body 500. They are connected so that they can rotate.
[0015]
　FIG. 2 is a schematic view showing the structure of the door 600, showing a state in which the door 600 is viewed from the outside of the automobile 1000. For convenience of explanation, in FIG. 2, only the impact absorbing member 120 of the exterior panel 100, which will be described later, is shown, and the exterior material 110 is not shown. Further, FIG. 3 is a schematic view showing a cross section along the alternate long and short dash line I-I'shown in FIG. 2 with the door 600 closed with respect to the body 500. The position of the alternate long and short dash line I-I'shown in FIG. 2 corresponds to the position of the alternate long and short dash line I-I'shown in FIG.
[0016]
　When the door 600 is a door (front door) on the front seat side of the automobile, the lower end 610 thereof is adjacent to the side sill 520 of the body 500 via the side panel in the closed state with respect to the body 500, and the front seat side of the automobile. The rear end 620 of the door 600 is adjacent to the B-pillar 530 (also referred to as the center pillar) of the body 500 via the side panel. The A pillar 510 and the B pillar 530 are also collectively referred to as pillars.
[0017]
　As shown in FIG. 3, the door 600 includes an exterior panel 100. The exterior panel 100 is a panel whose front side is exposed to the outside of the automobile 1000. The front surface of the exterior panel 100 is painted according to the color of the automobile 1000.
[0018]
　The exterior panel 100 is composed of an exterior material 110 and a shock absorbing member 120. As an example, the exterior material 110 is made of a steel plate having a thickness of about 0.4 to 0.7 mm. As an example, the exterior material 110 is curved so that the front side becomes a convex surface. That is, the exterior material 110 is curved in a cross section perpendicular to the vehicle length direction.
[0019]
　FIG. 4 is a schematic view showing a state in which the exterior panel 100 is viewed from the back side (inside of the automobile). The shock absorbing member 120 is a first shock absorbing member 122 arranged across the exterior panel 100 so as to extend over both end regions in the vehicle height direction of the exterior panel 100, and the vehicle length direction of the exterior panel 100. Includes a second shock absorbing member 124 arranged across the exterior panel 100 so as to extend over both end regions of the vehicle.
　Here, the "regions at both ends of the exterior panel 100 in the vehicle height direction" mean two regions of the exterior panel 100 from both ends (upper and lower ends) in the vehicle height direction up to 20% inward.
　Further, the "regions at both ends of the exterior panel 100 in the vehicle length direction" mean two regions of the exterior panel 100 from both ends (front and rear ends) in the vehicle length direction up to 10% inward.
[0020]
　It is desirable that the first shock absorbing member 122 is curved according to the shape of the exterior material 110. The second shock absorbing member 124 extends substantially linearly and parallel to the vehicle length direction. However, when the exterior material 110 is curved in a cross section perpendicular to the vehicle height direction, it is desirable that the second shock absorbing member 124 has a shape that follows the curved shape of the exterior material 110. The first shock absorbing member 122 and the second shock absorbing member 124 can be in close contact with the exterior material 110 as long as they have a shape following the exterior material 110, and are preferably bonded (adhered) to the exterior material 110. Because it can be done. When the first shock absorbing member 122 or the second shock absorbing member 124 and the exterior material 110 are joined, the exterior material 110 is deformed when the first shock absorbing member 122 or the second shock absorbing member 124 is deformed. resist. That is, it is more preferable because the exterior material 110 can contribute to shock absorption.
[0021]
　FIG. 5 is a perspective view showing an example of the configuration of the shock absorbing member 120. The basic configurations of the first shock absorbing member 122 and the second shock absorbing member 124 can be the same. FIG. 5 also shows a cross-sectional configuration orthogonal to the longitudinal direction of the shock absorbing member 120. In the example shown in FIG. 5, the shock absorbing member 120 has a hollow rectangular cross section. The shock absorbing member 120 is manufactured by bending the plate material 130. Further, the shock absorbing member 120 may be manufactured of a hollow tubular member or a solid rod-shaped member. Further, the shock absorbing member 120 may have a hollow or solid trapezoidal cross section. Further, in the cross section of the first shock absorbing member 122 arranged in the vehicle height direction, the width in the vehicle width direction is equal to or larger than the width in the vehicle length direction, and the second shock absorbing member arranged in the vehicle length direction. In the cross section of 124, the width in the vehicle width direction is preferably equal to or larger than the width in the vehicle height direction. In the example shown in FIG. 5, the shock absorbing member 120 has a rectangular cross-sectional shape, and one side thereof has a long side H of about 6 to 20 mm and a short side D of about 6 to 16 mm. Further, the plate thickness of the plate material 130 constituting the shock absorbing member 120 is, for example, about 0.6 to 1.2 mm. As the plate material 130, a steel plate can be used. The tensile strength of the first shock absorbing member 122 and the second shock absorbing member 124 is preferably 980 MPa or more, more preferably 1470 MPa or more. Further, when the first impact absorbing member 122 and the second impact absorbing member 124 are formed from the steel sheet by press forming, cold forming may be used, or hot stamping may be adopted depending on the strength of the steel sheet.
[0022]
　As shown in FIG. 5, a predetermined gap may be provided between the end portion 130a and the end portion 130b of the bent plate member 130. On the other hand, the end portion 130a and the end portion 130b may be in close contact with each other. Further, the end portion 130a and the end portion 130b may be joined by welding, adhesion or the like. The cross section of the shock absorbing member 120 does not have to be a continuous rectangular shape, an annular shape, or a trapezoidal shape, and may have a discontinuous shape due to the presence of a gap. Further, when an end portion is present in the cross section of the shock absorbing member 120, the end portions may be in close contact with each other, or the end portions may be joined by welding, adhesion, or the like.
　The shock absorbing member 120 is arranged so that the surface on which the ends 130a and 130b are located or the surface opposite to the surface on which the ends 130a and 130b are located is in close contact with the exterior material 110. Preferably, the surface on which the ends 130a and 130b are located or the surface opposite to the surface on which the ends 130a and 130b are located is joined to the exterior material 110.
[0023]
　As shown in FIGS. 2 and 3, a door inner panel 200 is provided inside the exterior panel 100. As an example, the door inner panel 200 is made of steel plate. Further inside of the door inner panel 200 faces the passenger compartment, and an interior material made of leather or a resin material is usually provided.
[0024]
　Next, the structure of the portion where the lower end portion 610 of the door 600 and the side sill 520 are adjacent to each other will be described. As shown in FIG. 3, the first shock absorbing member 122 extends to the vicinity of the lower end of the door 600. Similarly, the door inner panel 200 also extends to the vicinity of the lower end of the door 600. Therefore, at the portion where the lower end portion 610 of the door 600 and the side sill 520 are adjacent to each other, the first shock absorbing member 122 is interposed between the exterior panel 100 and the side sill 520.
[0025]
　At this time, since all of the four first shock absorbing members 122 shown in FIG. 2 extend to the vicinity of the lower end of the door 600, the lower end portion 610 of the door 600 and the side sill 520 are adjacent to each other. The four first shock absorbing members 122 are interposed between the exterior panel 100 and the side sill 520. In other words, at the lower part of the door 600, the first shock absorbing member 122 extending in the vehicle height direction, the door inner panel 200, and the side sill 520 are arranged on the same line in the vehicle width direction (straight line L shown in FIG. 3) in this order. Is placed. According to such a structure, the impact absorption performance when the side surface of the automobile 1000 collides with another structure (vehicle, building, utility pole, etc.) can be significantly improved.
[0026]
　When the side surface of the automobile 1000 collides with another structure and the door 600 is deformed, the first shock absorbing member 122 first receives the load and transmits the load to the side sill 520. That is, the side sill 520 can support the first shock absorbing member 122 to receive the load. In other words, the first shock absorbing member 122 and the side sill 520 can prevent the door 600 including the first shock absorbing member 122 from entering the vehicle interior side.
[0027]
　In order to efficiently transmit the load, it is desirable that the cross section of the first shock absorbing member 122 has an annular shape or a rectangular shape as shown in FIG. 5 on the same line as described above. This is because if the first shock absorbing member 122 is a flat plate, it may break without transmitting a load.
[0028]
　Specifically, the load (impact energy) due to the impact is absorbed as follows. First, a collision load is applied to the shock absorbing member 120 at the center of the door 600 in the vehicle height direction (step 1). Next, at the lower portion of the door 600 in the vehicle height direction, the end portion of the first shock absorbing member 122 is deformed or moved to the vehicle interior side in the vehicle width direction together with the door inner panel 200 (step 2). Then, the first shock absorbing member 122 approaches the outside of the vehicle width direction of the side sill 520 with the door inner panel 200 sandwiched between them, and the first shock absorbing member 122 is supported by the side sill 520 and the first shock absorbing member 122. 122 is deformed to absorb impact energy (step 3).
[0029]
　If the first shock absorbing member 122 and the side sill 520 are not on the same line in the vehicle width direction, the above step 3 does not occur. Further, if the cross section of the first shock absorbing member 122 is not annular or rectangular on the same line, for example, if it has a flat plate shape, the effect of step 3 above cannot be sufficiently exhibited. This is because the first shock absorbing member 122 is bent at a weak portion (a portion of a flat plate).
[0030]
　Generally, a side panel is interposed between the door inner panel 200 and the side sill 520, but since the contribution of the side panel to impact absorption is small, the description of the side panel is omitted in the above description.
[0031]
　FIG. 6 is a perspective view showing in detail an example of the intersection of the first shock absorbing member 122 and the second shock absorbing member 124. FIG. 6 shows a state in which the first shock absorbing member 122 and the second shock absorbing member 124 are viewed from the outside (exterior material 110 side) of the vehicle. At the intersection, the second shock absorbing member 124 is located in the outer direction (exterior material 110 side) of the vehicle with respect to the first shock absorbing member 122. As shown in FIG. 6, the first shock absorbing member 122 may be provided with the recess 122a, and the second shock absorbing member 124 may be provided with the recess 124a. In other words, at the intersection of the first impact absorbing member 122 and the second impact absorbing member 124, the thickness of the first impact absorbing member 122 and / or the second impact absorbing member 124 in the vehicle width direction is increased. It may be decreasing. As a result, the first shock absorbing member 122 and the second shock absorbing member 124 are arranged in the same plane.
[0032]
　Since the second shock absorbing member 124 is located in the outer direction of the vehicle (on the side of the exterior material 110) with respect to the first shock absorbing member 122, another structure collides with the exterior panel 100 of the door 600. In this case, the load is transmitted from the exterior material 110 to the second shock absorbing member 124. Since the second shock absorbing member 124 is arranged in the vehicle length direction, the load is transmitted from the intersection shown in FIG. 6 to the plurality of first shock absorbing members 122. Since the plurality of first shock absorbing members 122 are arranged in the vehicle height direction and overlap with the side sill 520 at the lower end 610 of the door 600, the load is distributed to the side sill 520. The side sill 520 is a part of the body 500 which is a skeleton member of the automobile 1000, and has very high strength. As a result, the load due to the collision can be received by the body 500, and the load is distributed to the body 500, so that the impact can be absorbed more reliably.
[0033]
　Here, the significance of providing a plurality of first shock absorbing members 122 will be described in more detail. Generally, there is not enough space inside the door 600 at the position adjacent to the side sill 520, and the space in the vehicle width direction is particularly limited. Therefore, it is difficult to make the first shock absorbing member 122 thicker. Therefore, when only one first shock absorbing member 122 is provided in this limited space, the load cannot be sufficiently absorbed.
[0034]
　Further, when only one first shock absorbing member 122 is provided, when an impact is applied to the door 600, an extremely large load is transmitted from one first shock absorbing member 122 to the side sill 520. That is, it is assumed that the side sill 520 is damaged. Then, if the side sill 520 is damaged, the door 600 may invade the passenger compartment side. In order to prevent the side sill 520 from being damaged, it is conceivable to further strengthen the side sill 520. However, since the side sill 520 is a part of the body 500 which is a skeleton member of the automobile 1000, there is a concern that the weight of the automobile 1000 will increase with the strengthening.
[0035]
　As in the present embodiment, it is preferable to arrange a plurality of first shock absorbing members 122 so that the load is dispersed and transmitted to the side sill 520. In this case, damage to the side sill 520 can be suppressed without specially strengthening the side sill 520. Therefore, the situation where the door 600 invades the vehicle interior side can be more reliably suppressed.
[0036]
　Two or more first shock absorbing members 122 may be provided for one exterior panel 100 or one door inner panel 200, or three or more, or four or more may be provided. For example, in the case of a collision with a structure such as a utility pole, three or more first shock absorbing members 122 are used to reliably receive the load regardless of the collision with any part of the door 600 in the vehicle length direction. Preferably, the number of the first shock absorbing members 122 is preferably 6 or less in order to prevent an increase in weight due to excessive installation of the first shock absorbing members 122. It is more preferable that the number of the first shock absorbing members 122 is four or five.
[0037]
　The second shock absorbing member 124 may be provided in two or more with respect to one exterior panel 100 or one door inner panel 200, or may be provided in three or more, or four or more. In order to transmit the load due to the collision to a wide range above and below the vehicle height of the first shock absorbing member 122 and disperse the load, it is preferable that the second shock absorbing member 124 has two or more, and the second shock absorbing member In order to prevent an increase in weight due to excessive installation of the 124, the number of the second shock absorbing members 124 is preferably 5 or less. It is more preferable that the number of the second shock absorbing members 124 is three or four.
[0038]
　Since the first shock absorbing member 122 and the second shock absorbing member 124 are in close contact with the exterior material 110, the effect of improving the tension rigidity of the exterior material 110 can also be obtained. The first when viewed along the vehicle width direction with the door closed with respect to the body so that good tension rigidity can be obtained even when the thickness of the exterior material 110 is as thin as 0.4 mm, for example. The length of one side of the region divided by the shock absorbing member 122 and the second shock absorbing member 124 is preferably 300 mm or less, and more preferably 200 mm or less.
[0039]
　As described above, in the automobile door according to the present embodiment, the load of the collision is distributed to the plurality of first shock absorbing members 122 extending in the vehicle height direction and transmitted to the side sill 520. Therefore, since the load is distributed in the vehicle length direction of the side sill 520, the load is not locally applied to only a part of the side sill 520. Therefore, it is not necessary to reinforce the side sill 520 in particular, and it is possible to effectively absorb the impact with the structure of the normal body 500.
[0040]
　As described above, the second impact absorbing member 124 in the vehicle length direction has a function of transmitting an impact load to the first impact absorbing member 122 in the vehicle height direction. Then, the impact load is mainly absorbed by the first impact absorbing member 122 in the vehicle height direction.
[0041]
　Then, in the portion excluding the both end regions in the vehicle height direction, the both end regions in the vehicle length direction, and the intersection, the cross section of the first shock absorbing member 122 extending in the vehicle height direction (in the vehicle width direction). The flexural rigidity (longitudinal elastic coefficient x secondary moment in cross section) of the axis in the vehicle length direction is the axis in the vehicle width direction (axis in the vehicle height direction) of the cross section of the second shock absorbing member 124 extending in the vehicle length direction. Greater than bending rigidity (around). In particular, the flexural rigidity of the cross section of the first impact absorbing member 122 in the vehicle width direction is preferably 1.5 times or more larger than the bending rigidity of the cross section of the second shock absorbing member 124 in the vehicle width direction. It is more preferably twice or more larger, and even more preferably 10 times or more.
　Further, even at the intersection, the bending rigidity of the cross section of the first shock absorbing member 122 in the vehicle width direction is preferably larger than the bending rigidity of the cross section of the second shock absorbing member 124 in the vehicle width direction. In this case as well, it is preferably 1.5 times or more larger, and more preferably 10 times or more larger, as described above.
　Further, the flexural rigidity of the cross section of the first shock absorbing member 122 at the intersection in the vehicle width direction is the cross section of the second shock absorbing member 124 at the portion excluding both end regions and the intersection in the vehicle length direction. It may be larger than the flexural rigidity in the vehicle width direction. In this case as well, it may be 1.5 times or more larger, and further 5 times or more larger, as described above.
　The cross section means a cross section perpendicular to the extending direction of the shock absorbing member.
[0042]
　The reason why the bending rigidity of the first shock absorbing member 122 is made larger than that of the second shock absorbing member 124 is as follows. The door 600 of an automobile is often configured so that the length in the vehicle length direction is longer when the vehicle length direction and the vehicle height direction are compared. In the case of a shock absorbing member having the same cross-sectional shape, when both ends thereof are supported, the longer one is more likely to be deformed when a load is applied to the center. Therefore, comparing the second shock absorbing member 124 that crosses the vehicle length direction and the first shock absorbing member 122 that crosses the vehicle height direction, the first impact that crosses the vehicle height direction in the case of the same cross-sectional shape. The absorbing member 122 is stronger. Further, when comparing the vehicle length direction and the vehicle height direction of the exterior material 110 of the automobile door 600, the shape of the cross section perpendicular to the vehicle length direction in the vehicle height direction has a curvature that the outside in the vehicle width direction is convex. Is often large. Considering the case where the shock absorbing member 120 has a shape along the exterior material 110, when the shock absorbing member 120 receives a load toward the inside in the vehicle width direction, that is, when a collision load is applied to the side surface of the automobile 1000, Since the axial force of compression acts on the first impact absorbing member 122 having a large curvature that is convex on the outside in the vehicle width direction, the deformation inward in the vehicle width direction is further suppressed. That is, the first shock absorbing member 122 can withstand a larger load than the second shock absorbing member 124. In other words, the first shock absorbing member 122 extending in the vehicle height direction has higher shock absorbing performance. Therefore, in order to improve the impact absorption performance of the door 600 more efficiently, it is better to increase the bending rigidity of the first impact absorbing member 122 than that of the second impact absorbing member 124.
[0043]
　In order to transmit the impact load applied to the second shock absorbing member 124 in the vehicle length direction to the first shock absorbing member 122 in the vehicle height direction, the second shock absorbing member 124 in the vehicle length direction is the second in the vehicle height direction. It is arranged on the outside of the vehicle (exterior material side) from the shock absorbing member 122 of 1. At this time, since the main role of the second shock absorbing member 124 is to transmit the load to the first shock absorbing member 122, the impact of the door 600 is caused by reducing the bending rigidity of the second shock absorbing member 124. The effect on the absorption performance is smaller than the effect of reducing the bending rigidity of the first impact absorbing member 122. Since the flexural rigidity is reduced when the cross section of the shock absorbing member 120 is reduced or the thickness of the constituent plate material is reduced, the bending rigidity of the first shock absorbing member 122 is relatively large, and the second shock absorbing member is absorbed. By setting the flexural rigidity of the member 124 to be relatively small, it is possible to efficiently improve the impact absorption performance of the door 600 without increasing the weight excessively.
[0044]
　If the bending rigidity of the cross section of the second shock absorbing member 124 in the vehicle width direction is larger than the bending rigidity of the cross section of the first shock absorbing member 122 in the vehicle width direction, the second impact is more than necessary. The weight of the absorbing member 124 becomes large, which does not meet the purpose of reducing the weight of the door 600 intended by the present embodiment.
[0045]
　Next, the above-described embodiment of the present invention and a comparative example thereof will be described with reference to FIGS. 7 to 9. Note that FIGS. 7 to 9 show a state in which the door 600 is viewed from the outside of the automobile 1000 as in FIG. 2, and the exterior panel 100 is not shown. Further, the figures shown below FIGS. 7 to 9 are schematic views showing an enlarged area A1 of the door 600.
[0046]
　FIG. 7 is a schematic view showing the structure of the door 600 according to the present embodiment. The structure shown in FIG. 7 corresponds to the structure shown in FIG. In the door 600 of the present embodiment shown in FIG. 7, as the first shock absorbing member 122, a member having a long side H of 16 mm and a short side D of 10 mm shown in FIG. 5 is used. Further, in the door 600 of the present embodiment shown in FIG. 7, a second shock absorbing member 124 having a long side H of 8 mm and a short side D of 8 mm is used. In this case, the flexural rigidity of the cross section of the first impact absorbing member 122 of the present embodiment in the vehicle width direction is relative to the flexural rigidity of the cross section of the second impact absorbing member 124 of the present embodiment in the vehicle width direction. Large.
[0047]
　Further, FIG. 8 is a schematic view showing the structure of the door 600 according to Comparative Example 1. In the door 600 of Comparative Example 1, as the first shock absorbing member 122, a member having a long side H of 8 mm and a short side D of 8 mm shown in FIG. 5 is used. Further, in the door 600 of Comparative Example 1, as the second shock absorbing member 124, a member having a long side H of 8 mm and a short side D of 8 mm is used. In this case, the bending rigidity of the first shock absorbing member 122 of Comparative Example 1 in the vehicle width direction in the cross section is equal to the bending rigidity of the second shock absorbing member 124 of Comparative Example 1 in the vehicle width direction. Further, the flexural rigidity of the cross section of the first shock absorbing member 122 and the second shock absorbing member 124 of Comparative Example 1 in the vehicle width direction is the crossing of the second shock absorbing member 124 of the present embodiment shown in FIG. It is equal to the flexural rigidity of the surface in the vehicle width direction, and is relatively smaller than the flexural rigidity of the cross section of the first shock absorbing member 122 of the present embodiment in the vehicle width direction.
[0048]
　Further, FIG. 9 is a schematic view showing the structure of the door 600 according to Comparative Example 2. In the door 600 of Comparative Example 2, as the first shock absorbing member 122, a member having a long side H of 16 mm and a short side D of 10 mm shown in FIG. 5 is used. Further, in the door 600 of Comparative Example 2, as the second shock absorbing member 124, a member having a long side H of 16 mm and a short side D of 10 mm is used. In this case, the bending rigidity of the first shock absorbing member 122 of Comparative Example 2 in the vehicle width direction in the cross section is equal to the bending rigidity of the second shock absorbing member 124 of Comparative Example 2 in the vehicle width direction. Further, the flexural rigidity of the cross section of the first shock absorbing member 122 and the second shock absorbing member 124 of Comparative Example 2 in the vehicle width direction is the crossing of the first shock absorbing member 122 of the present embodiment shown in FIG. It is equal to the flexural rigidity of the surface in the vehicle width direction, and is relatively larger than the flexural rigidity of the cross section of the second shock absorbing member 124 of the present embodiment in the vehicle width direction.
[0049]
　FIG. 10 shows the configuration of the embodiment of the present invention shown in FIG. 7 and the configurations of Comparative Examples 1 and 2 shown in FIGS. 8 and 9 in the vehicle height direction with a radius of 300 mm at the center of the exterior panel 100 of the door 600. It is a characteristic diagram obtained by simulation the relationship between the stroke of the indenter and the load received by the indenter from the door 600, assuming the case of pushing with a columnar indenter having a shaft.
[0050]
　As shown in FIG. 10, the bending of the first shock absorbing member 122 with respect to the load characteristic of Comparative Example 1 in which the first shock absorbing member 122 and the second shock absorbing member 124 both have small bending rigidity. The rigidity of the second shock absorbing member 124 is made larger than that of Comparative Example 1, and the bending rigidity of the second shock absorbing member 124 is the same as that of Comparative Example 1. The load characteristics of the present embodiment are greatly improved.
[0051]
　Further, the load characteristics of Comparative Example 2 in which both the first shock absorbing member 122 and the second shock absorbing member 124 have the same large bending rigidity as the first shock absorbing member 122 of the present embodiment are the same as those of the present embodiment. It is almost the same. Therefore, it can be seen that in the configuration of Comparative Example 2, the impact absorption performance is not improved in proportion to the increase in weight due to the increase in the cross-sectional size of the second impact absorption member 124.
[0052]
　As described above, the configuration example of the present embodiment in which the bending rigidity of the first shock absorbing member 122 is larger than that of the second shock absorbing member 124 is the most shock absorbing performance and lighter than the comparative examples 1 and 2. It turns out that the effect is excellent.
[0053]
　In the above description, a case where each member such as the first shock absorbing member 122, the second shock absorbing member 124, and the door inner panel 200 is made of a steel plate has been illustrated, but these members are made of aluminum or aluminum. It may be composed of other materials such as alloy and CFRP (carbon fiber reinforced plastic).
[0054]
　As described above, according to the present embodiment, the second shock absorbing member 124 extending in the vehicle length direction is arranged outside the vehicle from the first shock absorbing member 122 extending in the vehicle height direction. The flexural rigidity of the cross section of the shock absorbing member 122 in the vehicle width direction was made larger than the bending rigidity of the cross section of the second shock absorbing member 124 in the vehicle width direction. As a result, when a collision load is applied to the door 600, the load is transmitted from the second shock absorbing member 124 to the first shock absorbing member 122, and the first shock absorbing member 122 can more reliably receive the load. can.
[0055]
　Although the preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, the present invention is not limited to such examples. It is clear that a person having ordinary knowledge in the field of technology to which the present invention belongs can come up with various modifications or modifications within the scope of the technical idea of ​​the present invention. Naturally, it is understood that it belongs to the technical scope of the present invention.
[0056]
　The present invention can be applied to the front door and the rear door of an automobile. Further, the present invention can be applied not only to doors arranged on the side of an automobile but also on doors (also referred to as tailgates) arranged on the rear of an automobile. When the present invention is applied to a door arranged at the rear of an automobile, the inner panel of such a door intersects the vehicle length direction, so that the vehicle length direction described in the above embodiment is read as the vehicle width direction. The vehicle width direction may be read as the vehicle length direction.
Industrial applicability
[0057]
　The present invention has high industrial applicability because it can provide an automobile door capable of more reliably absorbing an impact.
Code description
[0058]
　100 Exterior panel
　122 First shock absorbing member
　124 Second shock absorbing member
　600 Door
　1000 Automobile

WE CLAIMS

[Claim 1]An exterior material, a
　first shock absorbing member, and a
　second shock absorbing member
　are provided, and
　the first shock absorbing member traverses the exterior material so as to extend over both end regions in the vehicle height direction. disposed Te,
　the first shock absorbing member is disposed in the vehicle compartment side of said second shock absorbing member,
　said second shock absorbing member, wherein so as to extend over the end regions of the longitudinal direction of the vehicle
　The second shock absorbing member is arranged across the exterior material, the second shock absorbing member is arranged adjacent to the inner surface of the exterior material, and
　the first shock absorbing member and the second shock absorbing member have an intersection. There,
　at the site except the end regions of the vehicle length direction as the vehicle height direction of the end regions and the said intersection, bending in the vehicle width direction of a cross section perpendicular to the extending direction of said first shock absorbing member
An automobile door characterized in that the rigidity is greater than the bending rigidity in the vehicle width direction of a cross section perpendicular to the extending direction of the second shock absorbing member .
[Claim 2]

The automobile door according to claim 1 　, wherein the width in the vehicle width direction is equal to or larger than the width in the vehicle length direction in a cross section perpendicular to the extending direction of the first shock absorbing member .
[Claim 3]

The automobile door according to claim 1 or 2 　, wherein the width in the vehicle width direction is equal to or larger than the width in the vehicle height direction in a cross section perpendicular to the extending direction of the second shock absorbing member .
[Claim 4]
　The invention according
to any one of claims 1 to 3 , wherein the thickness of the first shock absorbing member and / or the second shock absorbing member in the vehicle width direction is reduced at the intersection. Car door.
[Claim 5]
　At the intersection, the flexural rigidity of the cross section perpendicular to the extending direction of the first shock absorbing member in the vehicle width direction is the vehicle width direction of the cross section perpendicular to the extending direction of the second shock absorbing member. The
automobile door according to claim 4, wherein the automobile door is larger than the flexural rigidity of the above.
[Claim 6]

The automobile door according to any one of claims 1 to 5, 　wherein the first shock absorbing member and / or the second shock absorbing member is joined to the exterior material .
[Claim 7]

The automobile door according to any one of claims 1 to 6, 　wherein the first shock absorbing member and the second shock absorbing member are joined to each other.
[Claim 8]

The automobile door according to any one of claims 1 to 7, 　wherein a plurality of the first shock absorbing member and / or the second shock absorbing member are provided .