JP2014172492A - Reinforcement member for vehicle side door and vehicle side door - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a reinforcement member for a vehicle side door that can prevent, with a simple structure, large deformation of a cabin of a vehicle due to a collision from an oblique front of the vehicle or a collision in which collision energy is not sufficiently absorbed at a front portion of the vehicle and a vehicle side door.SOLUTION: A door beam 1 comprises a first cylindrical member 11 and a second cylindrical member 12 jointed coaxially with the first member 11. The door beam 1 is attached to a vehicle side door so that the first member 11 is positioned closer to the front side of a vehicle than the second member 12. The first member 11 has less rigidity than the second member 12. The first member 11 is constituted of a first beam portion 21, a second beam portion 22 and a connection portion 23 connecting the first beam portion 21 to the second beam portion 22, all of which are integrally formed coaxially. The radial cross-section area of an end portion near the connection portion 23 of the first beam portion 21 is different from the radial cross-section area of an end portion near the connection portion 23 of the second beam portion 22.

Description

本発明は、車両サイドドア用補強部材及び車両サイドドアに関する。   The present invention relates to a vehicle side door reinforcing member and a vehicle side door.

特許文献１の技術は、座屈強度の高いビーム部の前端に、座屈強度の低い延長部を設け、ビーム部の前端はインサイドハンドルより前側としたものである。これにより、車両の前突の際にドアビームが座屈することでエネルギーを吸収できるようにし、また、ビーム部の前端より前側が座屈の断点となるので、リンクが引っ張られてドアが開くことが無いようにしようとしている。   In the technique of Patent Document 1, an extension portion having a low buckling strength is provided at the front end of a beam portion having a high buckling strength, and the front end of the beam portion is located on the front side of the inside handle. This makes it possible to absorb energy by buckling the door beam during the frontal collision of the vehicle, and the front side of the beam part becomes the breaking point of buckling, so the link is pulled and the door opens. I'm trying to make sure there is no.

特許文献２の技術は、２本の分割されたドアビームを前後に圧接嵌合して配置し、一直線状としている。また、ドアビームとドアビームとの間には鋼球が配置されている。これにより、車両の側面衝突の際には、鋼球の摩擦抵抗と併せて、抜け止め部とストッパ部によって離脱を阻止しようとしている。また、前突の際には、鋼球の摩擦抵抗と併せて、抜け止め部とストッパ部により圧潰変形ストロークを規制して、エネルギー吸収量の拡大を図ろうとしている。   In the technique of Patent Document 2, two divided door beams are arranged in press contact with each other in the front-rear direction to form a straight line. Further, a steel ball is disposed between the door beam. Thus, in the event of a side collision of the vehicle, the detachment is prevented by the retaining part and the stopper part together with the frictional resistance of the steel ball. Further, in the case of a front collision, in addition to the frictional resistance of the steel ball, the crushing deformation stroke is restricted by the retaining portion and the stopper portion to increase the energy absorption amount.

特許第３０２９７２４号公報Japanese Patent No. 3029724 特許第３１８６４５５号公報Japanese Patent No. 3186455

車両がフルラップ前面衝突、オフセット前面衝突する場合は、車両前面側の吸収部材、剛性部材により、その衝突の際のエネルギーを吸収することができる。よって、車両のキャビンが大変形する可能性を低減することができる。
一方、対向車等が車両の斜め前方から衝突する場合、すなわち、車両のフロントピラーに向かって対向車が突っ込んでくるような場合等には、車両前面側の吸収部材、剛性部材は衝突の際のエネルギーの吸収に関与せず、車両のキャビンが大変形する可能性がある。 When the vehicle collides with a full lap front face or an offset front face, the energy at the time of the collision can be absorbed by the absorbing member and the rigid member on the front side of the vehicle. Therefore, the possibility that the cabin of the vehicle is largely deformed can be reduced.
On the other hand, when an oncoming vehicle or the like collides from an oblique front of the vehicle, that is, when an oncoming vehicle enters the front pillar of the vehicle, the absorbing member and the rigid member on the front side of the vehicle There is a possibility that the cabin of the vehicle is greatly deformed without being involved in the absorption of the energy of the vehicle.

これに対して、特許文献１の技術は、衝突による荷重を受けるとドアビームが座屈することでエネルギーを吸収する。そのため、当該座屈後はドアビームが衝突による荷重を吸収することができず、車両のフロントピラーが衝突による荷重で後退してキャビンが大きく変形することを防止することができないという問題がある。
また、特許文献２の技術は、２本の分割されたドアビームの間に鋼球を配置し、さらにドアビームに抜け止め部やストッパを形成する構成であるため、ドアビームの構成が複雑で、部品点数も多いという問題がある。
そこで、本発明は、車両の斜め前方からの衝突等、車両前面部側の吸収部材や剛性部材の関与が低い衝突による車両のキャビンの大変形を簡易な構成で防止できる車両サイドドア用補強部材及び車両サイドドアを提供することを課題とする。 On the other hand, the technique of Patent Document 1 absorbs energy by buckling the door beam when it receives a load due to a collision. Therefore, after the buckling, there is a problem that the door beam cannot absorb the load caused by the collision and the front pillar of the vehicle cannot be prevented from retreating due to the load caused by the collision and the cabin is largely deformed.
The technique of Patent Document 2 is a structure in which a steel ball is arranged between two divided door beams, and a door stopper and a stopper are formed on the door beam. Therefore, the structure of the door beam is complicated and the number of parts is reduced. There is a problem that there are many.
Therefore, the present invention provides a vehicle side door reinforcing member that can prevent a large deformation of a vehicle cabin due to a collision with a low involvement of an absorbing member and a rigid member on the front side of the vehicle, such as a collision from an oblique front of the vehicle, with a simple configuration. It is another object of the present invention to provide a vehicle side door.

上記課題を解決するため、本発明の一形態は、筒状の第１部材と、前記第１部材と同軸になるように接合されている第２部材と、を備え、前記第１部材が前記第２部材より車両前方側となるように車両サイドドアに取り付けられ、前記第１部材は、前記第２部材より剛性が低く、何れも同軸で一体に形成されている第１ビーム部、第２ビーム部、及び、前記第１ビーム部と前記第２ビーム部とを連結する連結部を備え、前記第１ビーム部の前記連結部側及び前記第２ビーム部の前記連結部側のそれぞれの径方向サイズは、その一方の内周に他方の外周が納まる関係にある、ことを特徴とする車両サイドドア用補強部材である。   In order to solve the above problems, an embodiment of the present invention includes a cylindrical first member and a second member joined to be coaxial with the first member, and the first member is the The first member is attached to the vehicle side door so as to be closer to the front side of the vehicle than the second member, and the first member has a lower rigidity than the second member, and both are formed coaxially and integrally. A beam portion, and a connecting portion that connects the first beam portion and the second beam portion, each of the diameters of the first beam portion on the connecting portion side and the second beam portion on the connecting portion side. The directional size is a vehicle side door reinforcing member characterized in that the other outer periphery is accommodated in one inner periphery thereof.

本発明によれば、第１ビーム部、連結部、及び第２ビーム部がこの順に同軸で一体に形成されていて、第１ビーム部の連結部側及び第２ビーム部の連結部側のそれぞれの径方向サイズは、その一方の内周に他方の外周が納まる関係にある。そして、これらの第１部材は第２部材より剛性が低い。そのため、車両斜め前方側からの衝突による車両サイドドア用補強部材の軸方向にかかる圧縮荷重により、連結部が塑性変形する。そして、第１ビーム部、第２ビーム部は筒状の形態を保ったまま、一方が他方内に没入するように連結部が変形することで、第１ビーム部、第２ビーム部は座屈することなく高い荷重伝達性を発揮して、衝突による入力荷重を吸収することができる。そして、当該塑性変形後は、入力初期より低下した入力荷重を剛性の高い第２部材が引き受けるので、車両のキャビンの大変形を防止することができる。
しかも、車両サイドドア用補強部材は、同軸で一体に形成された第１ビーム部、第２ビーム部、及び連結部からなる第１部材と、当該第１部材と同軸になるように接合されている第２部材とからなるだけの簡易な構成で、車両のキャビンの大変形を防止することができる。 According to the present invention, the first beam portion, the connecting portion, and the second beam portion are integrally formed in this order coaxially, and each of the connecting portion side of the first beam portion and the connecting portion side of the second beam portion. The size in the radial direction is such that the outer periphery of the other is contained in one inner periphery. These first members are less rigid than the second members. Therefore, the connecting portion is plastically deformed by a compressive load applied in the axial direction of the vehicle side door reinforcing member due to a collision from the oblique front side of the vehicle. The first beam portion and the second beam portion are buckled by deforming the connecting portion so that one of the first beam portion and the second beam portion is immersed in the other while maintaining the cylindrical shape. It can exhibit high load transmission without absorbing the input load due to the collision. And after the said plastic deformation, since the 2nd member with high rigidity takes over the input load reduced from the initial stage of input, large deformation of the cabin of the vehicle can be prevented.
Moreover, the vehicle side door reinforcing member is joined so as to be coaxial with the first member including the first beam portion, the second beam portion, and the connecting portion that are integrally formed coaxially. With a simple configuration consisting only of the second member, large deformation of the vehicle cabin can be prevented.

前記の場合に、前記第１ビーム部は、長手方向の全体で径方向断面形状が一定としてもよい。
本発明によれば、第１ビーム部の径方向断面形状が均一であるため、車両の側面衝突の際に車両サイドドア用補強部材が偏って変形することを防止することができる。 In the above case, the first beam portion may have a constant radial cross section in the entire longitudinal direction.
According to the present invention, since the radial cross-sectional shape of the first beam portion is uniform, it is possible to prevent the vehicle side door reinforcing member from being biased and deformed during a vehicle side collision.

また、前記の場合に、前記第２ビーム部は、長手方向の全体で径方向断面形状が一定としてもよい。
本発明によれば、第２ビーム部の径方向断面形状が均一であるため、車両の側面衝突の際に車両サイドドア用補強部材が偏って変形することを防止することができる。 In the above case, the second beam portion may have a constant radial cross-sectional shape in the entire longitudinal direction.
According to the present invention, since the radial cross-sectional shape of the second beam portion is uniform, it is possible to prevent the vehicle side door reinforcing member from being biased and deformed in the event of a vehicle side collision.

さらに、前記の場合に、前記第１ビーム部の径方向断面形状と前記第２ビーム部の径方向断面形状とは相似としてもよい。
本発明によれば、車両衝突の際に第１ビーム部及び第２ビーム部の一方が他方に没入を開始すると、そのうちの径方向断面積の大きい方が小さい方の径方向の動きを全方向でバランス良く規制することができる。よって、第１ビーム部及び第２ビーム部の一方が他方に略直線的に没入して、車両サイドドア用補強部材が折れてしまうのを防止することができる。 Furthermore, in the above case, the radial cross-sectional shape of the first beam portion may be similar to the radial cross-sectional shape of the second beam portion.
According to the present invention, when one of the first beam portion and the second beam portion starts to be immersed in the other in the event of a vehicle collision, the larger radial cross-sectional area of the smaller one moves in the smaller radial direction. Can be regulated in a well-balanced manner. Therefore, it can be prevented that one of the first beam portion and the second beam portion is substantially linearly immersed in the other and the vehicle side door reinforcing member is broken.

この場合に、前記第１ビーム部の径方向断面形状と前記第２ビーム部の径方向断面形状とは何れも略円形としてもよい。
本発明によれば、第１ビーム部、第２ビーム部の径方向全周で強度が略均等であるため、荷重伝達性が高く、車両サイドドア用補強部材の取り付け方向を選ばない。 In this case, the radial cross-sectional shape of the first beam portion and the radial cross-sectional shape of the second beam portion may both be substantially circular.
According to the present invention, since the strength is substantially uniform over the entire circumference in the radial direction of the first beam portion and the second beam portion, load transmission is high, and the mounting direction of the vehicle side door reinforcing member is not selected.

また、前記の場合に、前記第２部材は、筒状で長手方向の全体で径方向断面形状が一定としてもよい。
本発明によれば、第２部材の径方向断面形状が均一であるため、車両の側面衝突の際に車両サイドドア用補強部材が偏って変形することを防止することができる。 In the above case, the second member may be cylindrical and have a constant radial sectional shape in the entire longitudinal direction.
According to the present invention, since the radial cross-sectional shape of the second member is uniform, it is possible to prevent the vehicle side door reinforcing member from being biased and deformed during a vehicle side collision.

この場合に、前記第２部材は、前記径方向断面形状が略円形としてもよい。
本発明によれば、第２部材の径方向全周で強度が略均等であるため、荷重伝達性が高く、車両サイドドア用補強部材の取り付け方向を選ばない。 In this case, the second member may have a substantially circular cross section in the radial direction.
According to the present invention, since the strength is substantially uniform over the entire circumference in the radial direction of the second member, load transmission is high, and the mounting direction of the vehicle side door reinforcing member is not selected.

前記の場合に、前記第１ビーム部の前記連結部側と前記第２ビーム部の前記連結部側とが径方向に重なり合っていてもよい。
本発明によれば、連結部で更に確実に塑性変形することができる。 In the above case, the connecting portion side of the first beam portion and the connecting portion side of the second beam portion may overlap in the radial direction.
According to the present invention, plastic deformation can be further reliably performed at the connecting portion.

前記の場合に、前記連結部は、その周方向を一周する凹凸部が形成されていてもよい。
本発明によれば、連結部で更に確実に塑性変形することができる。 In the above case, the connecting portion may be formed with an uneven portion that goes around the circumferential direction.
According to the present invention, plastic deformation can be further reliably performed at the connecting portion.

前記の場合に、前記第１ビーム部、前記第２ビーム部、及び前記連結部は、同一材料を用いて同一の厚さに形成されていてもよい。
本発明によれば、連結部で更に確実に塑性変形することができる。 In the above case, the first beam portion, the second beam portion, and the connecting portion may be formed to have the same thickness using the same material.
According to the present invention, plastic deformation can be further reliably performed at the connecting portion.

本発明の別の一形態は、前記の何れかの車両サイドドア用補強部材が、前記第１部材が前記第２部材より車両前方側となるように取り付けられている、ことを特徴とする車両サイドドアである。   Another embodiment of the present invention is characterized in that any one of the vehicle side door reinforcing members is attached such that the first member is closer to the front side of the vehicle than the second member. It is a side door.

本発明によれば、第１ビーム部、連結部、及び第２ビーム部がこの順に同軸で一体に形成されていて、第１ビーム部の連結部側及び第２ビーム部の連結部側のそれぞれの径方向サイズは、その一方の内周に他方の外周が納まる関係にある。そして、これらの第１部材は第２部材より剛性が低い。そのため、車両斜め前方側からの衝突による車両サイドドア用補強部材の軸方向にかかる圧縮荷重により、連結部が塑性変形する。そして、第１ビーム部、第２ビーム部は筒状の形態を保ったまま、一方が他方内に没入するように連結部が変形することで、第１ビーム部、第２ビーム部は座屈することなく高い荷重伝達性を発揮して、衝突による入力荷重を吸収することができる。そして、当該塑性変形後は、入力初期より低下した入力荷重を剛性の高い第２部材が引き受けるので、車両のキャビンの大変形を防止することができる。
しかも、車両サイドドア用補強部材は、同軸で一体に形成された第１ビーム部、第２ビーム部、及び連結部からなる第１部材と、当該第１部材と同軸になるように接合されている第２部材とからなるだけの簡易な構成で、車両のキャビンの大変形を防止することができる。 According to the present invention, the first beam portion, the connecting portion, and the second beam portion are integrally formed in this order coaxially, and each of the connecting portion side of the first beam portion and the connecting portion side of the second beam portion. The size in the radial direction is such that the outer periphery of the other is contained in one inner periphery. These first members are less rigid than the second members. Therefore, the connecting portion is plastically deformed by a compressive load applied in the axial direction of the vehicle side door reinforcing member due to a collision from the oblique front side of the vehicle. The first beam portion and the second beam portion are buckled by deforming the connecting portion so that one of the first beam portion and the second beam portion is immersed in the other while maintaining the cylindrical shape. It can exhibit high load transmission without absorbing the input load due to the collision. And after the said plastic deformation, since the 2nd member with high rigidity takes over the input load reduced from the initial stage of input, large deformation of the cabin of the vehicle can be prevented.
Moreover, the vehicle side door reinforcing member is joined so as to be coaxial with the first member including the first beam portion, the second beam portion, and the connecting portion that are integrally formed coaxially. With a simple configuration consisting only of the second member, large deformation of the vehicle cabin can be prevented.

本発明によれば、車両の斜め前方からの衝突等、車両前面部側の吸収部材や剛性部材の関与が低い衝突による車両のキャビンの大変形を簡易な構成で防止できる車両サイドドア用補強部材及び車両サイドドアを提供することができる。   ADVANTAGE OF THE INVENTION According to this invention, the vehicle side door reinforcement member which can prevent the large deformation | transformation of the cabin of a vehicle by the collision with the low involvement of the absorption member and rigid member of the vehicle front part side, such as a collision from the diagonal front of a vehicle, with a simple structure In addition, a vehicle side door can be provided.

図１は、本発明の一実施の形態にかかる車両サイドドアの右側面図である。FIG. 1 is a right side view of a vehicle side door according to an embodiment of the present invention. 図２（ａ）は、本実施形態にかかるドアビームの斜視図である。図２（ｂ）は、図２（ａ）のＡ部分の部分拡大図である。FIG. 2A is a perspective view of a door beam according to the present embodiment. FIG. 2B is a partially enlarged view of a portion A in FIG. 図３（ａ）は、図２（ｂ）のＡ−Ａ線断面図、図３（ｂ）は、同Ｂ−Ｂ線断面図、図３（ｃ）は、同Ｃ−Ｃ線断面図である。3A is a sectional view taken along line AA in FIG. 2B, FIG. 3B is a sectional view taken along line BB, and FIG. 3C is a sectional view taken along line CC. is there. 図４（ａ）は、本実施形態にかかるドアビームの第１部材部分の右側面図、図４（ｂ）（ｃ）は、図４（ａ）のＤ−Ｄ断面図である。Fig.4 (a) is a right view of the 1st member part of the door beam concerning this embodiment, FIG.4 (b) (c) is DD sectional drawing of Fig.4 (a). 図５は、本発明の一実施の形態であるドアビームの作用について説明するグラフである。FIG. 5 is a graph for explaining the operation of the door beam according to the embodiment of the present invention. 図６は、本発明の一実施の形態であるドアビームの一変形例について説明する説明図である。FIG. 6 is an explanatory diagram for explaining a modification of the door beam according to the embodiment of the present invention. 図７は、本発明の一実施の形態であるドアビームの別の変形例について説明する説明図である。FIG. 7 is an explanatory view illustrating another modified example of the door beam according to the embodiment of the present invention.

以下、本発明の一実施形態について図面を用いて説明する。
図１は、本実施形態にかかる車両サイドドア１０１の右側面図である。なお、図１以下の図面においては、適宜車両の方向を図示している。車両２０１には、そのフロントピラー２０２と、センターピラー２０３との間にドア開口部２０４が形成されている。ドア開口部２０４には車両サイドドア１０１が開閉可能に取り付けられている。図１では、車両サイドドア１０１のアウターパネルを外した状態で図示している。そして、車両サイドドア１０１の内部、例えば車両サイドドア１０１のインナーパネル１１１には、車両サイドドア用補強部材となるドアビーム１が、ブラケット２１１（図２参照）等により取り付けられている。ドアビーム１の取り付け位置は、例えば車両サイドドア１０１の窓部１０２の下部である。また、図１において、車両サイドドア１０１は前部座席左側のドアの例を図示しているが、前部座席右側のドアにも同様にドアビーム１を取り付けている。また、後部座席左右両側のドアにも同様にドアビーム１を取り付けるようにしてもよい。さらに、車両サイドドア１０１は、車両２０１のサイドドアであれば、スライドドアや、サッシュレスドア等であってもよい。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a right side view of a vehicle side door 101 according to the present embodiment. Note that the direction of the vehicle is illustrated as appropriate in the drawings in FIG. In the vehicle 201, a door opening 204 is formed between the front pillar 202 and the center pillar 203. A vehicle side door 101 is attached to the door opening 204 so as to be openable and closable. In FIG. 1, the vehicle side door 101 is illustrated with an outer panel removed. And the door beam 1 used as the reinforcement member for vehicle side doors is attached to the inside of the vehicle side door 101, for example, the inner panel 111 of the vehicle side door 101 by the bracket 211 (refer FIG. 2). The attachment position of the door beam 1 is, for example, the lower portion of the window portion 102 of the vehicle side door 101. In FIG. 1, the vehicle side door 101 is an example of a door on the left side of the front seat, but the door beam 1 is similarly attached to the door on the right side of the front seat. Similarly, the door beam 1 may be attached to the doors on the left and right sides of the rear seat. Further, the vehicle side door 101 may be a slide door, a sashless door, or the like as long as it is a side door of the vehicle 201.

ここで、対向車等が車両２０１の斜め前方から衝突する、又は車両前面部で充分に衝突エネルギーが吸収されずに衝突する場合、すなわち、車両のフロントピラー２０２に向かって対向車が突っ込んでくるような場合等には、車両２０１前面側の吸収部材、剛性部材（図示せず）は衝突の際のエネルギーの吸収に関与せず、車両２０１のキャビンが大きく変形する可能性がある。
このような場合に、キャビンの変形を防止するためには、本来は側面衝突対策用であるドアビーム１で対向車等の衝突の際の入力荷重を吸収することが考えられる。この場合に、仮にドアビーム１を全体に同質の材料で形成し、軸方向全体に均一の大きさ、形状で形成したとすると、車両前側からの入力荷重により当該荷重の入力初期の段階でドアビーム１は座屈してしまい、以後は入力荷重に耐えることができない。 Here, when an oncoming vehicle or the like collides from diagonally forward of the vehicle 201 or collides without sufficiently absorbing the collision energy at the front surface of the vehicle, that is, the oncoming vehicle enters toward the front pillar 202 of the vehicle. In such a case, the absorbing member and the rigid member (not shown) on the front side of the vehicle 201 are not involved in the energy absorption at the time of the collision, and the cabin of the vehicle 201 may be greatly deformed.
In such a case, in order to prevent the deformation of the cabin, it is conceivable to absorb the input load at the time of the collision of the oncoming vehicle or the like with the door beam 1 which is originally for side collision countermeasures. In this case, if the door beam 1 is entirely formed of the same material and is formed in a uniform size and shape in the entire axial direction, the door beam 1 is input at the initial stage of input of the load due to an input load from the front side of the vehicle. Will buckle and can no longer withstand the input load.

その対策として、ドアビーム１の板厚を厚くすることも考えられるが、車両２０１の製造コストの増大、燃費の増大、及び加速性能の低下を招いてしまう。また、ドアビーム１の径サイズの拡大も考えられるが、同じく製造コストの増大、燃費の増大、及び加速性能の低下の他、車両サイドドア１０１内部のスペース不足により設置不可能となりかねない。   As a countermeasure, it is conceivable to increase the thickness of the door beam 1, but this leads to an increase in the manufacturing cost of the vehicle 201, an increase in fuel consumption, and a decrease in acceleration performance. Although the diameter of the door beam 1 may be increased, it may be impossible to install due to a shortage of space inside the vehicle side door 101, as well as an increase in manufacturing cost, an increase in fuel consumption, and a decrease in acceleration performance.

以下では、このような問題を解決したドアビーム１について説明する。図２（ａ）は、本実施形態にかかるドアビーム１の斜視図である。図２（ｂ）は、図２（ａ）のＡ部分の部分拡大図である。ドアビーム１は、筒状の第１部材１１と、同じく筒状の第２部材１２とから構成されている。第１部材１１の一端側と、第２部材１２の一端側とは、当該第１部材１１と第２部材１２とが同軸となるように、そして互いがすり動くことがないように、例えばＭＩＧ溶接等で強固に接合されている。符号１３は、この接合部を示している。
このように、第１部材１１と第２部材１２とから構成されるドアビーム１は、１本の直線的な管状の部材であり、第１部材１１が第２部材１２より車両前方側となるように、そして、その長さ方向が概ね車両前後方向となるように、車両サイドドア１０１に取り付けられている（図１参照）。 Below, the door beam 1 which solved such a problem is demonstrated. FIG. 2A is a perspective view of the door beam 1 according to the present embodiment. FIG. 2B is a partially enlarged view of a portion A in FIG. The door beam 1 includes a cylindrical first member 11 and a cylindrical second member 12. The one end side of the first member 11 and the one end side of the second member 12 are, for example, MIG so that the first member 11 and the second member 12 are coaxial and do not slide with each other. It is firmly joined by welding or the like. Reference numeral 13 indicates this joint.
As described above, the door beam 1 including the first member 11 and the second member 12 is a single linear tubular member, and the first member 11 is located on the front side of the vehicle with respect to the second member 12. And it is attached to the vehicle side door 101 so that the length direction may become a vehicle front-back direction in general (refer FIG. 1).

第１部材１１は、第１ビーム部２１、第２ビーム部２２、及び、第１ビーム部２１と第２ビーム部２２とを連結する連結部２３から構成される。これら第１ビーム部２１、第２ビーム部２２、及び連結部２３は同一材料を用いて同一の厚さで同軸になるように一体に形成されている。そして、第１ビーム部２１の少なくとも連結部２３側端部の径方向のサイズと、第２ビーム部２２の少なくとも連結部２３側端部の径方向のサイズは、その一方の内周に他方の外周が納まる関係にある。よって、第１ビーム部２１の連結部２３側端部部分及び第２ビーム部２２の連結部２３側端部部分のうちの一方を他方に向けて軸方向に移動したと仮定すると、その一方が他方内に入り込むことができる。   The first member 11 includes a first beam portion 21, a second beam portion 22, and a connecting portion 23 that connects the first beam portion 21 and the second beam portion 22. The first beam portion 21, the second beam portion 22, and the connecting portion 23 are integrally formed by using the same material so as to be coaxial with the same thickness. The radial size of at least the connecting portion 23 side end of the first beam portion 21 and the radial size of at least the connecting portion 23 end of the second beam portion 22 are the other on the inner circumference. There is a relationship in which the outer periphery fits. Therefore, assuming that one of the end portion on the connection portion 23 side of the first beam portion 21 and the end portion on the connection portion 23 side of the second beam portion 22 is moved in the axial direction toward the other, one of the two ends. You can get inside the other.

図２の例では、車両２０１の前方側の第１ビーム部２１が後方側の第２ビーム部２２より径方向断面積が小さい例を示している。なお、第２ビーム部２２の径方向断面積が第１ビーム部２１の径方向断面積より小さくなるように構成してもよい。このように、第１ビーム部２１と第２ビーム部２２とでは径方向断面積が異なるので、この両者を接続している連結部２３の板厚方向はドアビーム１の軸方向に対して傾斜している。また、具体的に第１ビーム部２１、第２ビーム部２２、及び連結部２３を一体成型により製造して連結部２３を形成するには、例えばスピニング成形等を用いることができる。このような構成の第１部材１１は、第２部材１２に比べて剛性が低い構成である（その詳細は後述する）。   In the example of FIG. 2, an example is shown in which the first beam portion 21 on the front side of the vehicle 201 has a smaller radial cross-sectional area than the second beam portion 22 on the rear side. In addition, you may comprise so that the radial direction cross-sectional area of the 2nd beam part 22 may become smaller than the radial direction cross-sectional area of the 1st beam part 21. FIG. As described above, since the first beam portion 21 and the second beam portion 22 have different radial cross-sectional areas, the plate thickness direction of the connecting portion 23 connecting them is inclined with respect to the axial direction of the door beam 1. ing. For example, spinning molding or the like can be used to manufacture the first beam portion 21, the second beam portion 22, and the connecting portion 23 by integrally molding to form the connecting portion 23. The first member 11 having such a configuration has a lower rigidity than the second member 12 (details will be described later).

図３は、図２（ｂ）のＡ−Ａ線断面図（ａ）、同Ｂ−Ｂ線断面図（ｂ）、同Ｃ−Ｃ線断面図（ｃ）である。まず、第１ビーム部２１は、その長手方向の全体にわたって径方向の断面形状が一定である。この場合の、第１ビーム部２１の径方向の断面形状は図３（ａ）のようになる。また、第２ビーム部２２も、その長手方向の全体にわたって径方向の断面形状が一定である。この場合の、第２ビーム部２２の径方向の断面形状は図３（ｂ）のようになる。   FIG. 3 is a sectional view taken along line AA in FIG. 2B, a sectional view taken along line BB, and a sectional view taken along line CC in FIG. First, the first beam portion 21 has a constant cross-sectional shape in the radial direction over the entire longitudinal direction. In this case, the radial cross-sectional shape of the first beam portion 21 is as shown in FIG. The second beam portion 22 also has a constant cross-sectional shape in the radial direction over the entire longitudinal direction. In this case, the radial cross-sectional shape of the second beam portion 22 is as shown in FIG.

さらに、第１ビーム部２１の径方向の断面形状と第２ビーム部２２の径方向の断面形状とは相似である。具体的には、本例では、図３（ａ）（ｂ）に示すように、第１ビーム部２１の径方向の断面形状と第２ビーム部２２の径方向の断面形状とは、何れも略円形である。しかし、第１ビーム部２１の径方向の断面形状と第２ビーム部２２の径方向の断面形状とは、円形に限定されるものではなく、３角形、４角形等、様々な形状を選択することができる。ただし、第１ビーム部２１及び第２ビーム部２２それぞれの径方向の断面形状の向きは揃っている必要がある。   Furthermore, the radial cross-sectional shape of the first beam portion 21 and the radial cross-sectional shape of the second beam portion 22 are similar. Specifically, in this example, as shown in FIGS. 3A and 3B, the radial cross-sectional shape of the first beam portion 21 and the radial cross-sectional shape of the second beam portion 22 are both It is approximately circular. However, the radial cross-sectional shape of the first beam portion 21 and the radial cross-sectional shape of the second beam portion 22 are not limited to a circular shape, and various shapes such as a triangular shape and a quadrangular shape are selected. be able to. However, the direction of the cross-sectional shape in the radial direction of each of the first beam portion 21 and the second beam portion 22 needs to be aligned.

また、第２部材１２も長手方向の全体にわたって径方向の断面形状が一定である。この場合の、第２部材１２の径方向の断面形状は図３（ｃ）のようになる。この図３（ｃ）の例では、第２部材１２の径方向の断面形状が略円形である。この場合も、第２部材１２の径方向の断面形状は円形に限定されるものではなく、３角形、４角形等、様々な形状を選択することができる。   The second member 12 also has a constant radial cross-sectional shape over the entire longitudinal direction. In this case, the sectional shape of the second member 12 in the radial direction is as shown in FIG. In the example of FIG. 3C, the cross-sectional shape of the second member 12 in the radial direction is substantially circular. Also in this case, the cross-sectional shape in the radial direction of the second member 12 is not limited to a circle, and various shapes such as a triangle and a quadrangle can be selected.

第１ビーム部２１、第２ビーム部２２、第２部材１２の径方向断面は図３に示すとおりであり、この例では、例えば第２ビーム部２２と第２部材１２とは外径サイズが略同じである。そして、第１ビーム部２１は、第２ビーム部２２、第２部材１２より外径サイズが小さい。しかし、第１ビーム部２１、第２ビーム部２２は第２部材１２より厚さが薄い。第１ビーム部２１、第２ビーム部２２、及び連結部２は前述のとおり厚さが同じなので、図３には図示していないが連結部２３も第２部材１２より厚さが薄い。そして、第１部材１１と第２部材１２とは同一の材料で形成されている。そのため、第１部材１１と第２部材１２との厚さの違いにより、前記のとおり、第１部材１１は第２部材１２に比べて剛性が低い。なお、第１部材１１に第２部材１２より柔らかな材料を使用することで、第１部材１１の剛性を第２部材１２より低くなるようにしてもよい。   The radial cross sections of the first beam portion 21, the second beam portion 22, and the second member 12 are as shown in FIG. 3. In this example, for example, the second beam portion 22 and the second member 12 have outer diameter sizes. It is almost the same. The first beam portion 21 has a smaller outer diameter than the second beam portion 22 and the second member 12. However, the first beam portion 21 and the second beam portion 22 are thinner than the second member 12. Since the first beam portion 21, the second beam portion 22, and the connecting portion 2 have the same thickness as described above, the connecting portion 23 is also thinner than the second member 12 although not shown in FIG. 3. The first member 11 and the second member 12 are formed of the same material. Therefore, due to the difference in thickness between the first member 11 and the second member 12, the first member 11 has lower rigidity than the second member 12 as described above. The first member 11 may be made of a material softer than the second member 12 so that the rigidity of the first member 11 is lower than that of the second member 12.

次に、ドアビーム１の作用について説明する。図１に示すように、ドアビーム１を取り付けた車両サイドドア１０１を備えた車両２０１において、車両２０１の斜め前方から対向車等が衝突した場合、フロントピラー２０２を後退させようとするような矢印３０１で示す入力荷重が車両２０１に加わる。このとき、この入力荷重はドアビーム１の長さ方向に圧縮荷重として働く。   Next, the operation of the door beam 1 will be described. As shown in FIG. 1, in a vehicle 201 having a vehicle side door 101 to which a door beam 1 is attached, when an oncoming vehicle or the like collides from an oblique front of the vehicle 201, an arrow 301 that tries to retract the front pillar 202. Is applied to the vehicle 201. At this time, this input load acts as a compressive load in the length direction of the door beam 1.

図４（ａ）は、本実施形態のドアビーム１の第１部材１１部分の右側面図、図４（ｂ）（ｃ）は、（ａ）のＤ−Ｄ断面図である。（ｂ）はドアビーム１の長さ方向に圧縮荷重が働く前の状態を示し、（ｃ）はドアビーム１の長さ方向に圧縮荷重が働いた際の状態を示している。矢印３１１で示すように入力荷重（圧縮荷重）がドアビーム１の軸方向に加わると、連結部２３が塑性変形する。すなわち、第１部材１１は第２部材１２より剛性が低い。そして、第１部材１１でも、第１ビーム部２１、第２ビーム部２２は軸方向が入力荷重方向であるので当該入力荷重に対して比較的強い。これに対して、第１ビーム部２１、第２ビーム部２２と同一材料、同一厚さの連結部２３は、第１ビーム部２１から第２ビーム部２２に向かって外側に拡がるように、板幅方向が当該圧縮荷重の方向に対して傾斜しているので、当該入力荷重に対して弱い。そのため、入力荷重によって、連結部２３を構成する板材は塑性関節が移動するように連続した曲げ戻し変形をして、図４（ｂ）の状態から図４（ｃ）の状態になる。すなわち、第１ビーム部２１、第２ビーム部２２は筒状の形状を保ったまま連結部２３が変形して、第１ビーム部２１は第２ビーム部２２に近づくような軸方向の動きをし、ついには、第１ビーム部２１の第２ビーム部２２側が、第２ビーム部２２の内部に没入する。このような連結部２３の連続的な変形により、ドアビーム１で入力荷重を吸収することができる。   Fig.4 (a) is a right view of the 1st member 11 part of the door beam 1 of this embodiment, FIG.4 (b) (c) is DD sectional drawing of (a). (B) shows a state before the compressive load is applied in the length direction of the door beam 1, and (c) shows a state when the compressive load is applied in the length direction of the door beam 1. When an input load (compression load) is applied in the axial direction of the door beam 1 as indicated by an arrow 311, the connecting portion 23 is plastically deformed. That is, the first member 11 is less rigid than the second member 12. In the first member 11, the first beam portion 21 and the second beam portion 22 are relatively strong against the input load because the axial direction is the input load direction. On the other hand, the connecting portion 23 having the same material and the same thickness as the first beam portion 21 and the second beam portion 22 extends outward from the first beam portion 21 toward the second beam portion 22. Since the width direction is inclined with respect to the direction of the compression load, it is weak against the input load. Therefore, due to the input load, the plate material constituting the connecting portion 23 is continuously bent back so that the plastic joint moves, so that the state shown in FIG. 4B is changed to the state shown in FIG. 4C. That is, the connecting portion 23 is deformed while the first beam portion 21 and the second beam portion 22 maintain the cylindrical shape, and the first beam portion 21 moves in the axial direction so as to approach the second beam portion 22. Finally, the second beam portion 22 side of the first beam portion 21 is immersed inside the second beam portion 22. Due to the continuous deformation of the connecting portion 23, the door beam 1 can absorb the input load.

第１ビーム部２１が第２ビーム部２２の内部に没入するような動きをする際には、フロントピラー２０２も幾分後退するが、その時点ではフロントピラー２０２の後退に伴い車両２０１への入力荷重３０１も低下している。そして、その後は、入力荷重を第２部材１２が引き受け、当該第２部材１２によりフロントピラー２０２の後退を抑制する。よって、最初に第１部材１１、続いて第２部材１２が入力荷重を吸収して、入力荷重によりドアビーム１が座屈することがなく、フロントピラー２０２が過度に後退するのを防止し、車両２０１のキャビン内の空間を確保することができる。   When the first beam portion 21 moves so as to be immersed in the second beam portion 22, the front pillar 202 is also slightly retracted. At that time, the input to the vehicle 201 is accompanied by the retraction of the front pillar 202. The load 301 is also reduced. Thereafter, the second member 12 receives the input load, and the second member 12 suppresses the backward movement of the front pillar 202. Therefore, the first member 11 and then the second member 12 first absorb the input load, the door beam 1 does not buckle due to the input load, and the front pillar 202 is prevented from retreating excessively. The space in the cabin can be secured.

図５は、このようなドアビーム１の作用について説明するグラフである。このグラフは横軸にフロントピラー２０２の後退量を、縦軸に荷重をそれぞれ示している。まず、符号３３１に示すのはドアビーム１への前述の入力荷重であり、フロントピラー２０２の後退量が大きくなるに従って低下することがわかる。符号３３２で示しているのは、車両２０１のキャビン内に確保しておくべき空間を確保できる限界となるフロントピラー２０２の後退量である。   FIG. 5 is a graph for explaining the operation of such a door beam 1. In this graph, the horizontal axis represents the amount of retreat of the front pillar 202, and the vertical axis represents the load. First, what is indicated by reference numeral 331 is the aforementioned input load to the door beam 1, and it can be seen that it decreases as the retracting amount of the front pillar 202 increases. What is indicated by reference numeral 332 is a retraction amount of the front pillar 202 that is a limit that can secure a space to be secured in the cabin of the vehicle 201.

符号３４１で示しているのは、本実施形態のドアビーム１に対する比較例となるドアビームが引き受け可能な入力荷重の変化である。この比較例のドアビームは、既存の構成のもので、全体に同質の材料で形成し、軸方向全体に均一の大きさ、形状で形成した筒状のものである。この比較例のドアビームは、ある程度の大きさまでは入力荷重を引き受けるが、引き受ける荷重が符号３４２で示す大きさとなると、座屈してしまい、以後はほとんど衝撃を吸収しない。よって、フロントピラー２０２が大きく後退するのを防止して、車両２０１のキャビン内の空間を充分に確保することはできない。   What is indicated by reference numeral 341 is a change in the input load that can be received by the door beam as a comparative example with respect to the door beam 1 of the present embodiment. The door beam of this comparative example has an existing configuration, and is formed of the same material as the whole, and has a cylindrical shape formed in a uniform size and shape in the entire axial direction. The door beam of this comparative example takes an input load to some extent, but buckles when the received load has a magnitude indicated by reference numeral 342 and absorbs little impact thereafter. Therefore, it is not possible to prevent the front pillar 202 from retreating significantly and to ensure a sufficient space in the cabin of the vehicle 201.

これに対し、符号３５１は、本実施形態のドアビーム１が引き受け可能な入力荷重の変化である。ドアビーム１は、当該ドアビーム１にかかる荷重が座屈荷重に達する前に、符号３５２のポイントで連結部２３が前述のような変形を開始する。そして、符号３５３の領域では、前述のように連結部２３が連続的に変形する、塑性ヒンジ移動（連結部２３の折れ曲がる位置が連続的に移動していく）により連結部２３で引き受け可能な荷重が略一定となり、入力荷重３３１を吸収する。そして、その後は、符号３５４に示すように、第２部材１２が入力荷重３３１を引き受け可能である。この段階では、入力荷重３３１がドアビーム１の耐力を下回るようになる。すなわち、入力荷重３３１が低下した段階で第２部材１２の強度が発揮できるように連結部２３の軸方向長さを調節している。従って、符号３３２で示している、車両２０１のキャビン内に確保しておきたい空間を確保できる限界となるフロントピラー２０２の後退量にフロントピラー２０２の現実の後退量が達する手前で、フロントピラー２０２の後退を停止させ、車両２０１のキャビン内の空間を充分に確保することができる。   In contrast, reference numeral 351 represents a change in the input load that can be accepted by the door beam 1 of the present embodiment. In the door beam 1, before the load applied to the door beam 1 reaches the buckling load, the connecting portion 23 starts to deform as described above at a point 352. In the region indicated by reference numeral 353, the load that can be accepted by the connecting portion 23 by plastic hinge movement (the bending position of the connecting portion 23 continuously moves) in which the connecting portion 23 is continuously deformed as described above. Becomes substantially constant and absorbs the input load 331. Thereafter, as indicated by reference numeral 354, the second member 12 can take the input load 331. At this stage, the input load 331 falls below the proof strength of the door beam 1. That is, the axial length of the connecting portion 23 is adjusted so that the strength of the second member 12 can be exhibited when the input load 331 is reduced. Therefore, the front pillar 202 is positioned before the actual retraction amount of the front pillar 202 reaches the retraction amount of the front pillar 202, which is a limit for securing the space to be secured in the cabin of the vehicle 201, which is indicated by reference numeral 332. Can be stopped and a sufficient space in the cabin of the vehicle 201 can be secured.

しかも、ドアビーム１は、同軸で一体に形成された第１ビーム部２１、第２ビーム部２２、及び連結部２３からなる第１部材１１と、当該第１部材１１と同軸になるように第１部材１１と接合されている第２部材１２とからなるだけの簡易な構成で、車両２０１のキャビンの大変形を防止することができる。
また、本実施形態のドアビーム１を前述の比較例のドアビームの長さと同じにした場合には、連結部２３の長さ分だけ、ドアビーム１の第１ビーム部２１、第２ビーム部２２、及び第２部材１２をあわせた長さを、比較例のドアビームより短くできる。よって、本実施形態のドアビーム１は比較例のドアビームに比べて圧縮座屈耐力を向上させることができる。すなわち、ドアビーム１を短く使うことを可能として当該ドアビーム１を折れにくくすることができる。 In addition, the door beam 1 includes a first member 11 including a first beam portion 21, a second beam portion 22, and a connecting portion 23 that are integrally formed coaxially, and a first member 11 that is coaxial with the first member 11. With a simple configuration consisting only of the member 11 and the second member 12 joined, large deformation of the cabin of the vehicle 201 can be prevented.
Further, when the door beam 1 of the present embodiment is made the same as the length of the door beam of the above-described comparative example, the first beam portion 21, the second beam portion 22 of the door beam 1, and the length of the connecting portion 23, and The combined length of the second member 12 can be made shorter than the door beam of the comparative example. Therefore, the door beam 1 of this embodiment can improve compression buckling proof stress compared with the door beam of a comparative example. That is, the door beam 1 can be used short and the door beam 1 can be made difficult to break.

第２部材１２は、比較例となる既存のドアビームと材質、厚さ、径サイズが同じであってよく、高価な材料の使用や、重量の増大を招かないので、もって、車両２０１の製造コストの増大、燃費の増大、及び加速性能の低下等を防止することができる。
また、ドアビーム１を取り付けるためのブラケット２１１やその取り付け工法も既存の手段を用いることができるので、製造工程における工数の増大を防止することができる。
さらに、ドアビーム１の取り付けレイアウト（図１参照）は、既存のドアビームの取り付けレイアウトと同様としても、車両２０１のキャビン内の空間を充分に確保することができる。 The second member 12 may have the same material, thickness, and diameter size as an existing door beam as a comparative example, and does not cause the use of an expensive material or an increase in weight. Increase in fuel consumption, fuel consumption, and acceleration performance can be prevented.
Moreover, since the bracket 211 for attaching the door beam 1 and its attachment method can also use an existing means, the increase in the man-hour in a manufacturing process can be prevented.
Furthermore, even if the door beam 1 mounting layout (see FIG. 1) is similar to the existing door beam mounting layout, a sufficient space in the cabin of the vehicle 201 can be secured.

そのうえ、連結部２３は圧縮荷重では前述のとおり変形するが、引っ張り荷重では変形しにくいので、ドアビーム１は既存のドアビーム同様、側面衝突性能を確保することができる。すなわち、ドアビームは本来、車両２０１の側面衝突に対応するための部材であるが、本実施形態のドアビーム１によれば、車両２０１の斜め前方からの正面衝突にも対応できるようにすることができる。
なお、第１部材１１と第２部材１２との長さの比は、前述の符号３３２（図５参照）の位置以上にフロントピラー２０２が後退しないようにして、車両２０１のキャビン空間を充分に確保できるのであれば、様々に設定することができる。前記の例では、ドアビーム１の全長の２割程度が第１部材１１の長さとなっている。 In addition, although the connecting portion 23 is deformed as described above under a compressive load, it is difficult to deform under a tensile load, so that the door beam 1 can ensure a side collision performance like an existing door beam. That is, the door beam is originally a member for coping with a side collision of the vehicle 201, but according to the door beam 1 of the present embodiment, it is possible to deal with a frontal collision from an oblique front of the vehicle 201. .
Note that the length ratio between the first member 11 and the second member 12 is such that the front pillar 202 does not move backward beyond the position of the above-described reference numeral 332 (see FIG. 5), so that the cabin space of the vehicle 201 is sufficiently large. If it can be secured, various settings can be made. In the above example, the length of the first member 11 is about 20% of the total length of the door beam 1.

また、第１ビーム部２１の連結部２３側端部の径方向断面積と第２ビーム部２２の連結部２３側端部の径方向断面積とが異なっていれば、第１ビーム部２１、第２ビーム部２２は、それぞれ長手方向の全体で径方向断面形状が一定でなくてもよい。
しかし、前述のように第１ビーム部２１、第２ビーム部２２は、それぞれ長手方向の全体で径方向断面形状が一定であれば、車両２０１の側面衝突の際にドアビーム１が偏って変形することを防止することができる。 Further, if the radial cross-sectional area of the end portion on the connection portion 23 side of the first beam portion 21 and the radial cross-sectional area of the end portion on the connection portion 23 side of the second beam portion 22 are different, the first beam portion 21, Each of the second beam portions 22 may not have a constant radial cross-sectional shape in the entire longitudinal direction.
However, as described above, if the first beam portion 21 and the second beam portion 22 have a constant radial cross-sectional shape as a whole in the longitudinal direction, the door beam 1 is biased and deformed when the vehicle 201 collides sideways. This can be prevented.

さらに、第１ビーム部２１の径方向断面形状と第２ビーム部２２の径方向断面形状とは相似でなくてもよい。しかし、これらが前述のとおり相似であれば、車両２０１の衝突の際に第１ビーム部２１及び第２ビーム部２２の一方が他方に没入を開始すると、そのうちの径方向断面積の大きい方が小さい方の径方向の動きを全方向でバランス良く規制することができる。よって、第１ビーム部２１及び第２ビーム部２２のうちの一方が他方に略直線的に没入して、ドアビーム１が折れてしまうのを防止することができる。
この場合に、相似の形状は略円形でなくてもよい。しかし、前述のように形状を略円形とすることにより、第１ビーム部２１、第２ビーム部２２は、その径方向全周で強度が略均等になるため、荷重伝達性を向上させ、ドアビーム１の取り付け方向を選ばないようにすることができる。 Furthermore, the radial cross-sectional shape of the first beam portion 21 and the radial cross-sectional shape of the second beam portion 22 may not be similar. However, if these are similar as described above, when one of the first beam portion 21 and the second beam portion 22 starts to be immersed in the other during the collision of the vehicle 201, the larger one of the radial cross-sectional areas is larger. The smaller radial movement can be regulated in a balanced manner in all directions. Therefore, it can be prevented that one of the first beam portion 21 and the second beam portion 22 is substantially linearly immersed in the other and the door beam 1 is broken.
In this case, the similar shape may not be substantially circular. However, by making the shape substantially circular as described above, the first beam portion 21 and the second beam portion 22 have substantially the same strength on the entire circumference in the radial direction. The attachment direction of 1 can be selected.

第２部材１２も、長手方向の全体で径方向断面形状が一定でなくてもよい。しかし、前述のとおり、第２部材１２が長手方向の全体で径方向断面形状が一定であれば、車両の側面衝突の際にドアビーム１が偏って変形することを防止することができる。
また、第２部材１２も、径方向断面形状が略円形でなくてもよい。しかし、第２部材１２の径方向断面形状を略円形とすれば、第２部材１２の径方向全周で強度が略均等であるため、荷重伝達性を向上させ、ドアビーム１の取り付け方向を選ばないようにすることができる。 The second member 12 may not have a constant radial cross-sectional shape as a whole in the longitudinal direction. However, as described above, if the second member 12 has a constant radial cross-sectional shape in the entire longitudinal direction, it is possible to prevent the door beam 1 from being biased and deformed during a side collision of the vehicle.
Further, the second member 12 may not have a substantially circular cross section in the radial direction. However, if the cross-sectional shape of the second member 12 in the radial direction is substantially circular, the strength is substantially uniform over the entire circumference in the radial direction of the second member 12, so that load transmission is improved and the mounting direction of the door beam 1 is selected. Can not be.

なお、本発明は上記した実施形態に限定されるものではなく、様々な変形例が含まれる。図６は、本発明の実施形態であるドアビーム１の一変形例を示す説明図である。同図は、変形例となるドアビーム１の連結部２３部分の軸方向の縦断面図である。このドアビーム１が前述の実施形態のドアビーム１と相違するのは、第１ビーム部２１の連結部２３側の一部２１ａと、第２ビーム部２２の連結部２３側の一部２２ａとがドアビーム１の径方向に重なり合っていることである（図６に符号αで示す範囲）。そのため、前述の実施形態では第１部材１１から第２部材１２の方向に向かって連結部２３は漸次径サイズが大きくなるのに対して、本変形例では、第１部材１１から第２部材１２の方向に向かって連結部２３は漸次径サイズが小さくなる。その他の構成は、前述の実施形態のドアビーム１と同様であるため、前述の実施形態と同様の符号を用い詳細な説明は省略する。
この変形例によれば、前述の実施形態と比較しても、更に確実に連結部２３を塑性変形させ、第１ビーム部２１を第２ビーム部２２内に没入させることができる。 In addition, this invention is not limited to above-described embodiment, Various modifications are included. FIG. 6 is an explanatory view showing a modification of the door beam 1 according to the embodiment of the present invention. This figure is a longitudinal sectional view in the axial direction of the connecting portion 23 portion of the door beam 1 as a modification. The door beam 1 is different from the door beam 1 of the above-described embodiment in that a part 21a on the connecting part 23 side of the first beam part 21 and a part 22a on the connecting part 23 side of the second beam part 22 are door beams. 1 in the radial direction (the range indicated by the symbol α in FIG. 6). For this reason, in the above-described embodiment, the diameter of the connecting portion 23 gradually increases from the first member 11 toward the second member 12, whereas in the present modification, the first member 11 to the second member 12. The connecting portion 23 gradually decreases in size toward the direction of. Since the other configuration is the same as that of the door beam 1 of the above-described embodiment, the same reference numerals as those of the above-described embodiment are used and detailed description thereof is omitted.
According to this modified example, the connecting portion 23 can be further plastically deformed and the first beam portion 21 can be immersed in the second beam portion 22 more reliably than in the above-described embodiment.

また、図７は、本発明の実施形態であるドアビーム１の別の変形例を示す説明図である。同図は、変形例となるドアビーム１の連結部２３部分の軸方向の縦断面図である。このドアビーム１が前述の実施形態のドアビーム１と相違するのは、連結部２３に、その周方向を一周する凹凸部２３ａが形成されていることである。すなわち、凹凸部２３ａを構成する板材は連結部２３を一周するように凹凸形状に折り曲げられている。その他の構成は、前述の実施形態のドアビーム１と同様であるため、前述の実施形態と同様の符号を用い詳細な説明は省略する。
この変形例によれば、前述の実施形態と比較しても、更に確実に連結部２３を塑性変形させることができる。
また、前記の各実施形態で、第２部材１２は筒状でなくてもよく、内部が中空になっていない軸状の部材等であってもよい。 Moreover, FIG. 7 is explanatory drawing which shows another modification of the door beam 1 which is embodiment of this invention. This figure is a longitudinal sectional view in the axial direction of the connecting portion 23 portion of the door beam 1 as a modification. The door beam 1 is different from the door beam 1 of the above-described embodiment in that the connecting portion 23 is formed with an uneven portion 23a that makes a round in the circumferential direction. That is, the plate material constituting the uneven portion 23 a is bent into an uneven shape so as to go around the connecting portion 23. Since the other configuration is the same as that of the door beam 1 of the above-described embodiment, the same reference numerals as those of the above-described embodiment are used and detailed description thereof is omitted.
According to this modification, the connecting portion 23 can be further plastically deformed more reliably than in the above-described embodiment.
Further, in each of the embodiments described above, the second member 12 may not be cylindrical, and may be a shaft-shaped member or the like that is not hollow inside.

１ ドアビーム(車両サイドドア用補強部材)
１１ 第１部材
１２ 第２部材
２１ 第１ビーム部
２１ａ 第１ビーム部の連結部側の一部
２２ 第２ビーム部
２２ａ 第２ビーム部の連結部側の一部
２３ 連結部
１０１ 車両サイドドア 1 Door beam (vehicle side door reinforcement)
DESCRIPTION OF SYMBOLS 11 1st member 12 2nd member 21 1st beam part 21a Part on the connection part side of 1st beam part 22 2nd beam part 22a Part on the connection part side of 2nd beam part 23 Connection part 101 Vehicle side door

Claims (11)

筒状の第１部材と、
前記第１部材と同軸になるように接合されている第２部材と、
を備え、
前記第１部材が前記第２部材より車両前方側となるように車両サイドドアに取り付けられ、
前記第１部材は、
前記第２部材より剛性が低く、
何れも同軸で一体に形成されている第１ビーム部、第２ビーム部、及び、前記第１ビーム部と前記第２ビーム部とを連結する連結部を備え、
前記第１ビーム部の前記連結部側及び前記第２ビーム部の前記連結部側のそれぞれの径方向サイズは、その一方の内周に他方の外周が納まる関係にある、
ことを特徴とする車両サイドドア用補強部材。 A cylindrical first member;
A second member joined to be coaxial with the first member;
With
The first member is attached to the vehicle side door so as to be on the vehicle front side from the second member,
The first member is
Less rigid than the second member,
Each includes a first beam portion, a second beam portion, and a connecting portion that connects the first beam portion and the second beam portion, which are integrally formed coaxially.
The radial sizes of the first beam portion on the connecting portion side and the second beam portion on the connecting portion side are in a relationship in which the other outer periphery is accommodated in one inner periphery thereof,
A vehicle side door reinforcing member. 前記第１ビーム部は、長手方向の全体で径方向断面形状が一定である、ことを特徴とする請求項１に記載の車両サイドドア用補強部材。   2. The vehicle side door reinforcing member according to claim 1, wherein the first beam portion has a constant radial cross-sectional shape in the entire longitudinal direction. 前記第２ビーム部は、長手方向の全体で径方向断面形状が一定である、ことを特徴とする請求項１又は２に記載の車両サイドドア用補強部材。   The reinforcing member for a vehicle side door according to claim 1, wherein the second beam portion has a constant radial cross-sectional shape in the entire longitudinal direction. 前記第１ビーム部の径方向断面形状と前記第２ビーム部の径方向断面形状とは相似である、ことを特徴とする請求項１〜３の何れかの一項に記載の車両サイドドア用補強部材。   The vehicle side door according to any one of claims 1 to 3, wherein a radial cross-sectional shape of the first beam portion and a radial cross-sectional shape of the second beam portion are similar to each other. Reinforcing member. 前記第１ビーム部の径方向断面形状と前記第２ビーム部の径方向断面形状とは何れも略円形である、ことを特徴とする請求項４に記載の車両サイドドア用補強部材。   5. The vehicle side door reinforcing member according to claim 4, wherein the radial cross-sectional shape of the first beam portion and the radial cross-sectional shape of the second beam portion are both substantially circular. 前記第２部材は、筒状で長手方向の全体で径方向断面形状が一定である、ことを特徴とする請求項１〜５の何れかの一項に記載の車両サイドドア用補強部材。   The reinforcing member for a vehicle side door according to any one of claims 1 to 5, wherein the second member is cylindrical and has a constant radial cross section in the entire longitudinal direction. 前記第２部材は、前記径方向断面形状が略円形である、ことを特徴とする請求項６に記載の車両サイドドア用補強部材。   The reinforcing member for a vehicle side door according to claim 6, wherein the second member has a substantially circular cross section in the radial direction. 前記第１ビーム部の前記連結部側と前記第２ビーム部の前記連結部側とが径方向に重なり合っている、ことを特徴とする請求項１〜７の何れかの一項に記載の車両サイドドア用補強部材。   The vehicle according to any one of claims 1 to 7, wherein the connecting portion side of the first beam portion and the connecting portion side of the second beam portion overlap in a radial direction. Side door reinforcement member. 前記連結部は、その周方向を一周して凹凸形状に折り曲げられた凹凸部が形成されている、ことを特徴とする請求項１〜８の何れかの一項に記載の車両サイドドア用補強部材。   The vehicle side door reinforcement according to any one of claims 1 to 8, wherein the connection portion is formed with an uneven portion that is rounded in the circumferential direction and bent into an uneven shape. Element. 前記第１ビーム部、前記第２ビーム部、及び前記連結部は、同一材料を用いて同一の厚さに形成されている、ことを特徴とする請求項１〜９の何れかの一項に記載の車両サイドドア用補強部材。   The said 1st beam part, the said 2nd beam part, and the said connection part are formed in the same thickness using the same material, The any one of Claims 1-9 characterized by the above-mentioned. The reinforcing member for vehicle side door as described. 請求項１〜１０の何れかの一項に記載の車両サイドドア用補強部材が、前記第１部材が前記第２部材より車両前方側となるように取り付けられている、ことを特徴とする車両サイドドア。   The vehicle side door reinforcing member according to any one of claims 1 to 10, wherein the vehicle side door reinforcing member is attached so that the first member is closer to the vehicle front side than the second member. Side door.

Images