JPH07205655A - Automobile door reinforcing member and automobile door - Google Patents
Automobile door reinforcing member and automobile doorInfo
- Publication number
- JPH07205655A JPH07205655A JP685494A JP685494A JPH07205655A JP H07205655 A JPH07205655 A JP H07205655A JP 685494 A JP685494 A JP 685494A JP 685494 A JP685494 A JP 685494A JP H07205655 A JPH07205655 A JP H07205655A
- Authority
- JP
- Japan
- Prior art keywords
- cross
- automobile door
- section
- door
- reinforcing member
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Landscapes
- Body Structure For Vehicles (AREA)
Abstract
Description
【0001】[0001]
【産業上の利用分野】本発明は、側面衝突を受けた際に
乗員を保護するために自動車ドア内部に装着される補強
材及び補強材を装着した自動車ドアに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a reinforcing material mounted inside a vehicle door for protecting an occupant in the event of a side collision and a vehicle door equipped with the reinforcing material.
【0002】[0002]
【従来の技術】近年、自動車業界では、側面衝突に対す
る安全性を重視しており、輸出用のみならず国内向けの
乗用車にもほぼ全車両のドアに補強材を装着している。
自動車ドア補強材は、現在では、例えば特開平1−20
5032号公報に開示されているような、高強度電縫鋼
管が主流になっている。2. Description of the Related Art In recent years, in the automobile industry, importance is attached to safety against side collisions, and reinforcing materials are attached to doors of almost all vehicles not only for export but also for domestic passenger cars.
Automotive door reinforcements are currently used, for example, in Japanese Patent Laid-Open No. 1-20.
A high-strength electric resistance welded steel pipe as disclosed in Japanese Patent No. 5032 is predominant.
【0003】一方、環境問題の観点から自動車の燃費向
上が指向されており、車両の軽量化が大きな課題となっ
てきている。而して、自動車ドア補強材も可及的に軽量
化することが望まれており、丸断面の鋼管よりも断面二
次モーメント的に有利な角鋼管も採用されてきている。
また、最近では素材として鋼だけでなくアルミニウムも
注目されてきている。アルミニウムは押出で製造される
ため、電縫鋼管よりも断面の自由度が大きく、単なる正
方形や長方形断面だけでなく、図6に示すような断面の
補強材も実用化されている。すなわち図6は従来の自動
車ドア補強材の断面図である。図6(a)は正四角断
面、図6(b)は長方形断面、図6(c)は四角断面に
類似する補強材である。On the other hand, from the viewpoint of environmental problems, the improvement of fuel efficiency of automobiles has been aimed at, and the weight reduction of vehicles has become a major issue. Therefore, it is desired to reduce the weight of the automobile door reinforcing material as much as possible, and the square steel pipe which is more advantageous in the second moment of section than the steel pipe having the round cross section has been adopted.
Recently, not only steel but also aluminum has been attracting attention as a material. Since aluminum is manufactured by extrusion, it has a greater degree of freedom in cross section than electric resistance welded steel pipes, and not only simple square and rectangular cross sections but also reinforcing materials having cross sections as shown in FIG. 6 have been put to practical use. That is, FIG. 6 is a sectional view of a conventional automobile door reinforcing material. 6A shows a regular cross section, FIG. 6B shows a rectangular cross section, and FIG. 6C shows a reinforcing material similar to a square cross section.
【0004】[0004]
【発明が解決しようとする課題】現在、自動車ドア補強
材は、一般に図7に示すような半円形のポンチを用いた
3点曲げ試験で描かれる曲げ荷重−変位曲線で評価され
ている。図8は従来の正方形断面の角管で3点曲げ試験
を実施した際の断面変形状況の説明図である。角管は丸
管に比べて断面二次モーメントが高いだけでなく、図8
(a)に示されるように側板2が荷重負荷方向に対して
平行なため、力が分散されず側板2に有効に力が負荷さ
れ、偏平に対して非常に強いと予想されていた。しか
し、実際に曲げが進行していくと、曲げ外側に相当する
地板4は曲げ内側に相当する天板3よりも管軸方向長さ
が長くなる分、幅は狭くなる。従って、管が座屈する直
前には図8(b)に示されるように、天板3が幅広で、
地板4が幅狭の台形形状になる。すると、荷重負荷方向
と側板2が平行でなくなるため、力が分散してしまい、
その結果、断面変形が大きくなったり、或いはコーナー
部で割れが発生し易くなるという問題があった。Currently, automobile door reinforcements are generally evaluated by a bending load-displacement curve drawn by a three-point bending test using a semicircular punch as shown in FIG. FIG. 8 is an explanatory diagram of a cross-sectional deformation state when a three-point bending test is performed on a conventional square tube having a square cross section. The square tube not only has a higher second moment of area than the round tube, but also
Since the side plate 2 is parallel to the load applying direction as shown in (a), the force was not dispersed and the side plate 2 was effectively loaded with the force, which was expected to be very strong against flatness. However, as the bending actually progresses, the width of the base plate 4 corresponding to the outside of the bending becomes narrower than that of the top plate 3 corresponding to the inside of the bending as the length in the pipe axis direction becomes longer. Therefore, immediately before the tube buckles, as shown in FIG. 8 (b), the top plate 3 is wide,
The base plate 4 has a narrow trapezoidal shape. Then, since the load direction and the side plate 2 are not parallel, the force is dispersed,
As a result, there has been a problem that the cross-sectional deformation becomes large or cracks are likely to occur at the corners.
【0005】[0005]
【課題を解決するための手段】上記の問題を解決するた
め、曲げ時の断面変形抑制に有利な形状の補強材とそれ
を装着した自動車ドアにある。その発明の要旨とすると
ころは、台形の閉断面形状を有することを特徴とする自
動車ドア補強材、及び本発明品の自動車ドア補強材の平
行な2面の内、幅の広い面をドア内板側に、幅の狭い面
をドア外板側に装着してあることを特徴とする自動車ド
アである。In order to solve the above problems, there is a reinforcing member having a shape advantageous for suppressing the cross-sectional deformation during bending, and an automobile door equipped with the reinforcing member. The gist of the invention is that an automobile door reinforcing material having a trapezoidal closed cross-sectional shape, and a wide surface of the two parallel surfaces of the automobile door reinforcing material of the present invention is the inside of the door. The vehicle door is characterized in that a narrow surface is attached to the plate side and a door outer plate side is attached to the plate side.
【0006】[0006]
【作用】以下本発明の詳細を説明する。まず、補強材断
面の形状を台形にした理由について説明する。図7に示
した補強材の3点曲げ試験に使用するポンチの形状は、
実車の側面強度評価試験(FMVSS No.214)
で使用されるポンチと同じ形状である。従って、補強材
は、座屈しない限り最終的にはポンチの150mmRに
巻き付くような形状になるわけである。その時の曲げ外
側の管軸方向の歪εTLは、図2に示す。すなわち図2は
曲げ変形時の管軸方向歪の説明図である。この図より、 150+h/2:150+h=1:1+εTL の関係があるため、 εTL=h/(300+h) と表される。尚、曲げ内側の管軸方向の歪εCLは、 εCL=−εTL である。The function of the present invention will be described in detail below. First, the reason why the cross section of the reinforcing material is trapezoidal will be described. The shape of the punch used for the three-point bending test of the reinforcing material shown in FIG.
Side strength evaluation test of actual vehicle (FMVSS No. 214)
It has the same shape as the punch used in. Therefore, the reinforcing material is shaped so as to be wrapped around 150 mm of the punch unless it is buckled. The strain ε TL in the tube axis direction on the outside of bending at that time is shown in FIG. That is, FIG. 2 is an explanatory view of strain in the tube axis direction during bending deformation. From this figure, since there is a relation of 150 + h / 2: 150 + h = 1: 1 + ε TL , it is expressed as ε TL = h / (300 + h). The strain ε CL in the tube axis direction inside the bend is ε CL = −ε TL .
【0007】また、幅方向の歪は管軸方向歪の−ν倍
(ν:ポアソン比)と考えると、曲げ内側の幅方向歪ε
CB及び曲げ外側の幅方向歪εTBは次のように表される。 εCB=−εTB=νh/(300+h) ここで、初期断面を幅b、高さhの長方形断面とした場
合、ポンチに巻き付いた時の幅は、曲げ内側でb〔1+
νh/(300+h)〕、曲げ外側でb〔1−νh/
(300+h)〕となる。即ち曲げ内側では曲げ外側に
対して〔300+(1+ν)h〕/〔300+(1−
ν)h〕倍だけ幅広になる。When the strain in the width direction is considered to be −ν times (ν: Poisson's ratio) the strain in the pipe axis direction, the strain ε in the width direction inside the bend is considered.
CB and the lateral strain ε TB on the outside of the bending are expressed as follows. ε CB = −ε TB = νh / (300 + h) Here, when the initial cross section is a rectangular cross section with a width b and a height h, the width when wrapped around the punch is b [1+
νh / (300 + h)], b [1-νh /
(300 + h)]. That is, [300+ (1 + ν) h] / [300+ (1-
ν) h] times wider.
【0008】従って、逆に初期断面を台形形状にし、曲
げ外側を曲げ内側に対して〔300+(1+ν)h〕/
〔300+(1−ν)h〕倍の長さにすればポンチに巻
き付いた際にちょうど長方形(或いは正方形)形状にな
り、力が分散されず、断面変形防止やコーナー割れ防止
に対して有効になる。Therefore, conversely, the initial cross section is formed into a trapezoidal shape, and the outside of the bend is [300+ (1 + ν) h] / with respect to the inside of the bend.
If the length is [300+ (1-ν) h] times, it becomes a rectangular (or square) shape when wound around the punch, the force is not dispersed, and it is effective in preventing cross-sectional deformation and corner cracking. Become.
【0009】図1は本発明で得られた自動車ドア補強材
の説明図である。図1(a)は補強材の断面図、図1
(b)は自動車ドアに取り付けた状態を示す図である。
すなわち、本発明の補強材を自動車ドア内部に装着する
方向は、ドア内板6側に幅広の面(地板)4を配置し、
ドア外板5側に幅狭の面(天板)3を配置することが必
要である。なお、図1の符号1は自動車ドア補強材、2
は外周である。また、上記に示したように補強材の構造
において正確に長さを規定すると最も効果的であるが、
単純に曲げ外側を曲げ内側よりも幅広にしただけでも単
なる長方形や正方形よりも対側面衝突強度は向上する。FIG. 1 is an explanatory view of an automobile door reinforcing material obtained by the present invention. 1 (a) is a cross-sectional view of the reinforcing material, FIG.
(B) is a figure which shows the state attached to the vehicle door.
That is, in the direction in which the reinforcing material of the present invention is mounted inside the automobile door, the wide surface (base plate) 4 is arranged on the door inner plate 6 side,
It is necessary to arrange the narrow surface (top plate) 3 on the door outer plate 5 side. In addition, reference numeral 1 in FIG.
Is the outer circumference. Further, as described above, it is most effective to accurately specify the length in the structure of the reinforcing material,
By simply making the outer side of the bend wider than the inner side of the bend, the collision strength on the opposite side is improved as compared with a simple rectangle or square.
【0010】[0010]
【実施例】図3に示されるような台形断面の150kg
f/mm2 級角鋼管を用いて、図7に示す3点曲げ試験
を実施した。本断面形状では、上記に述べた如く、幅広
側の面の幅が幅狭側の面の幅に対して〔300+(1+
ν)h〕/〔300+(1−ν)h〕倍になっている。
但し、ポアソン比νは0.5とした。また、比較のた
め、上記の台形断面と同断面積で同材料の幅32mm、
肉厚2mmの正方形断面(B)と外径32mm、肉厚
2.6mmの丸断面(C)の試験も実施した。EXAMPLE 150 kg of trapezoidal cross section as shown in FIG.
A three-point bending test shown in FIG. 7 was carried out using a f / mm 2 grade square steel pipe. In this cross-sectional shape, as described above, the width of the wide side surface is [300+ (1+
ν) h] / [300+ (1-ν) h] times.
However, the Poisson's ratio ν was 0.5. For comparison, the same cross-sectional area as the trapezoidal cross section and the width of the same material of 32 mm,
A test was also performed on a square cross section (B) having a wall thickness of 2 mm and a round cross section (C) having an outer diameter of 32 mm and a wall thickness of 2.6 mm.
【0011】曲げ荷重−変位曲線を図4に示す。本図よ
り、単純な正方形断面(B)や丸断面(C)と比較した
場合、本発明品(A)は、最大荷重が著しく向上するこ
とが判る。一般に自動車ドア補強材では、経験的に15
0mm程度の変位までの吸収エネルギーが重要とされて
いるが、本発明品(A)の補強材では、150mmまで
の吸収エネルギー量(荷重−変位曲線で囲まれた面積)
も従来の単純な正方形断面(B)や丸断面(C)よりも
大きいことが判る。A bending load-displacement curve is shown in FIG. From this figure, it can be seen that the maximum load is remarkably improved in the product (A) of the present invention when compared with the simple square cross section (B) and the round cross section (C). In general, car door reinforcement is empirically 15
Although the absorbed energy up to a displacement of about 0 mm is important, in the reinforcing material of the product (A) of the present invention, the absorbed energy amount up to 150 mm (the area surrounded by the load-displacement curve).
It can be seen that is also larger than the conventional simple square section (B) and round section (C).
【0012】上記の実施例では、図3に示す単純に台形
形状で等肉厚の例を示したが、材料が電縫鋼管でなく、
アルミニウム押出材の場合には断面形状が比較的自由に
決められる。図3以外の本発明品の断面形状の例を図5
に示す。図5は本発明の自動車ドア補強材の断面図の例
を示す図である。図5(a)は上下に肉厚の台形形状の
断面図、図5(b)は同じ台形形状の左右肉厚形状の断
面図、図5(c)はリブ状の台形形状の断面図、図5
(d)は更にリブを台形の中央左右に設けた断面図であ
る。この図に示されるように断面内に台形を含むような
形状であれば上記に述べたような効果は同じである。但
し、実車の側面から衝突する場合は、相手の車種によっ
て衝突する高さが異なるため、あらゆる高さの衝突に対
応するには、荷重負荷方向と平行な軸に対して対称な断
面形状であることが好ましい。In the above embodiment, an example of a simple trapezoidal shape having an equal thickness is shown in FIG. 3, but the material is not an electric resistance welded steel pipe,
In the case of aluminum extruded material, the cross-sectional shape can be determined relatively freely. An example of the cross-sectional shape of the product of the present invention other than FIG. 3 is shown in FIG.
Shown in. FIG. 5 is a view showing an example of a cross-sectional view of the automobile door reinforcing material of the present invention. 5 (a) is a sectional view of a trapezoidal shape having upper and lower walls, FIG. 5 (b) is a sectional view of the same trapezoidal left and right wall thicknesses, and FIG. 5 (c) is a sectional view of a ribbed trapezoidal shape. Figure 5
(D) is a cross-sectional view in which ribs are further provided on the left and right sides of the center of the trapezoid. As shown in this figure, the effect as described above is the same as long as the shape includes a trapezoid in the cross section. However, in the case of a collision from the side of the actual vehicle, the collision height differs depending on the vehicle model of the opponent, so in order to handle collisions of any height, the cross-sectional shape is symmetrical with respect to the axis parallel to the load load direction. It is preferable.
【0013】[0013]
【発明の効果】上記の実施例では、同一断面積(同一重
量)の押出材で比較したが、同一最大曲げ荷重を有する
押出材で比較した場合、本発明品は従来の単純な正方形
断面或いは丸断面の補強材と比較して軽量化が可能にな
る。In the above embodiments, the extruded materials having the same cross-sectional area (same weight) were compared, but when compared with the extruded materials having the same maximum bending load, the product of the present invention has a conventional simple square cross section or It is possible to reduce the weight compared to a reinforcing material having a circular cross section.
【図1】本発明で得られた自動車ドア補強材の説明図、FIG. 1 is an explanatory view of an automobile door reinforcing material obtained by the present invention,
【図2】曲げ変形時の管軸方向歪の説明図、FIG. 2 is an explanatory view of strain in a pipe axis direction during bending deformation,
【図3】本発明品の1例である台形断面形状の角鋼管の
断面図、FIG. 3 is a cross-sectional view of a square steel pipe having a trapezoidal cross-section, which is an example of the product of the present invention;
【図4】3点曲げ試験で得られる曲げ荷重−変位曲線
図、FIG. 4 is a bending load-displacement curve diagram obtained by a three-point bending test.
【図5】本発明の自動車ドア補強材の断面図の例を示す
図、FIG. 5 is a diagram showing an example of a cross-sectional view of an automobile door reinforcing material of the present invention,
【図6】従来の自動車ドア補強材の断面図、FIG. 6 is a cross-sectional view of a conventional automobile door reinforcing material,
【図7】3点曲げ試験の説明図、FIG. 7 is an explanatory diagram of a three-point bending test,
【図8】従来の正方形断面の角管で3点曲げ試験を実施
した際の断面変形状況の説明図である。FIG. 8 is an explanatory diagram of a cross-sectional deformation state when a three-point bending test is performed on a conventional square-section square tube.
1 自動車ドア補強材 2 側板 3 天板 4 地板 5 自動車ドア外板 6 自動車ドア内板 7 支点 8 ポンチ 1 Car Door Reinforcement Material 2 Side Plate 3 Top Plate 4 Base Plate 5 Car Door Outer Plate 6 Car Door Inner Plate 7 Support Point 8 Punch
Claims (2)
する自動車ドア補強材。1. An automobile door reinforcing material having a trapezoidal closed cross-sectional shape.
な2面の内、幅の広い面をドア内板側に、幅の狭い面を
ドア外板側に装着してあることを特徴とする自動車ド
ア。2. The automobile door reinforcing material according to claim 1, wherein the wider surface is attached to the door inner plate side and the narrower surface is attached to the door outer plate side of the two parallel surfaces. And the car door.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP685494A JPH07205655A (en) | 1994-01-26 | 1994-01-26 | Automobile door reinforcing member and automobile door |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP685494A JPH07205655A (en) | 1994-01-26 | 1994-01-26 | Automobile door reinforcing member and automobile door |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH07205655A true JPH07205655A (en) | 1995-08-08 |
Family
ID=11649824
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP685494A Withdrawn JPH07205655A (en) | 1994-01-26 | 1994-01-26 | Automobile door reinforcing member and automobile door |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH07205655A (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002127747A (en) * | 2000-10-20 | 2002-05-08 | Kobe Steel Ltd | Aluminum alloy-made door beam and its manufacturing method |
JP2003205746A (en) * | 2002-01-17 | 2003-07-22 | Aisin Seiki Co Ltd | Door impact beam for automobile |
US6767650B2 (en) * | 2002-12-09 | 2004-07-27 | Magna Steyr Fahrzeugtechnik Ag & Co. Kg | Lightweight support for bumpers |
JP2010083459A (en) * | 2008-10-03 | 2010-04-15 | Unipres Corp | Door guard bar for automobile |
-
1994
- 1994-01-26 JP JP685494A patent/JPH07205655A/en not_active Withdrawn
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002127747A (en) * | 2000-10-20 | 2002-05-08 | Kobe Steel Ltd | Aluminum alloy-made door beam and its manufacturing method |
JP4693221B2 (en) * | 2000-10-20 | 2011-06-01 | 株式会社神戸製鋼所 | Aluminum alloy door beam and method of manufacturing the same |
JP2003205746A (en) * | 2002-01-17 | 2003-07-22 | Aisin Seiki Co Ltd | Door impact beam for automobile |
US6767650B2 (en) * | 2002-12-09 | 2004-07-27 | Magna Steyr Fahrzeugtechnik Ag & Co. Kg | Lightweight support for bumpers |
JP2010083459A (en) * | 2008-10-03 | 2010-04-15 | Unipres Corp | Door guard bar for automobile |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
A300 | Withdrawal of application because of no request for examination |
Free format text: JAPANESE INTERMEDIATE CODE: A300 Effective date: 20010403 |