Patent Description:
This application claims the right of priority based on <CIT>.

As the related art, for example, Patent Document <NUM> described below discloses a technique assumed to provide a door structure for an automobile, in which it is possible to achieve vibration suppression with a high level and panel stiffness improvement of a door outer panel while suppressing a weight increase and a cost increase.

In the technique disclosed in Patent Document <NUM> above, one strut extending in a vehicle height direction of the door and a door outer waist reinforcement and a guard bar extending in a vehicle length direction of the door are provided. Of these, the strut extending in the vehicle height direction of the door is provided to improve the panel stiffness of the panel, and the guard bar extending in the vehicle length direction is responsible for absorbing an impact due to a collision.

However, an impact absorbing member such as the guard bar is installed so as to traverse the door. The end portions of the impact absorbing member are fixed, and the impact absorbing member absorbs an impact by being bent. However, the inventors of the present invention have found that if the fixing of the end portion of the impact absorbing member is easily broken, there is a problem that the performance of the impact absorbing member may not be able to be fully exhibited.

Further, the inventors of the present invention have found that since the strut provided by only one is provided to improve the panel stiffness, it is not possible to absorb an impact around the strut. Further, the inventors of the present invention have found that in order to absorb an impact, it is necessary to provide a strong guard bar, which causes a problem of increasing the weight of the door.

<CIT> (Patent Document <NUM>) discloses an exterior panel of an automobile comprising: an exterior material; and a reinforcing member that comes into contact along an automobile inner surface of the exterior material, and that has a second moment of area, in a direction orthogonal to the exterior material, of less than or equal to <NUM><NUM> at a cross section orthogonal to the length direction.

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 side structure and an automobile, in which impact absorbing performance is high.

According to the present invention, it is possible to provide an automobile side structure and an automobile, in which it is possible to reliably absorb an impact.

Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. In this specification and the drawings, constituent elements having substantially the same functional configuration are denoted by the same reference numerals, whereby overlapping description is omitted.

<FIG> is a perspective view showing the structure of an automobile <NUM> according to an embodiment of the present invention. As shown in <FIG>, the automobile <NUM> is provided with constituent elements such as a body <NUM>, a door <NUM> (a front door and/or a rear door), a bonnet <NUM>, a fender <NUM>, and a trunk lid <NUM>. In the present embodiment, the automobile <NUM>, in particular, the structure in the vicinity of the door <NUM>, will be described. The present invention can be applied to not only a door that is mounted to a vehicle body through a hinge but also a sliding door.

Usually, the door <NUM> and the body <NUM> are connected such that the door <NUM> can rotate with respect to the body <NUM>, through a door hinge provided at an A pillar <NUM> (also referred to as a front pillar) of the body <NUM> (or a door hinge provided at a B pillar <NUM>).

<FIG> is a schematic diagram showing the structure of the door <NUM> and shows a state where the door <NUM> is viewed from the outside of the automobile <NUM>. For convenience of description, in <FIG>, only an impact absorbing member <NUM> of an exterior panel <NUM> (described later) is shown, and an exterior material <NUM> is not shown. Further, <FIG> is a schematic diagram showing a cross section along a one-dot chain line I-I' shown in <FIG> in a state where the door <NUM> is closed with respect to the body <NUM>. The position of the one-dot chain line I-I' shown in <FIG> corresponds to the position of the one-dot chain line I-I' shown in <FIG>.

In a case where the door <NUM> is a door (front door) on the front seat side of the automobile, in a state where it is closed with respect to the body <NUM>, a lower end portion <NUM> thereof is adjacent to a side sill <NUM> of the body <NUM> with a side panel interposed therebetween, and an end portion <NUM> on the rear side of the door <NUM> on the front seat side of the automobile is adjacent to the B pillar <NUM> (also referred to as a center pillar) of the body <NUM> with a side panel interposed therebetween. The A pillar <NUM> and the B pillar <NUM> are also collectively referred to as a pillar.

As shown in <FIG>, the door <NUM> is provided with the exterior panel <NUM>. The exterior panel <NUM> is a panel whose front side is exposed to the outside of the automobile <NUM>. The surface on the front side of the exterior panel <NUM> is painted according to the color of the automobile <NUM>.

The exterior panel <NUM> includes the exterior material <NUM> and the impact absorbing member <NUM>. The exterior material <NUM> is made of a steel sheet having a thickness in a range of about <NUM> to <NUM>, as an example. As an example, the exterior material <NUM> is curved such that the front side thereof is convex. That is, the exterior material <NUM> is curved in a cross section perpendicular to a vehicle length direction.

As shown in <FIG>, the impact absorbing member <NUM> includes a first impact absorbing member <NUM> disposed in the vehicle height direction and a third impact absorbing member <NUM> disposed in the vehicle length direction. In the example of <FIG>, the first impact absorbing member <NUM> and the third impact absorbing member <NUM> intersect with each other. Here, the fact that the first impact absorbing member <NUM> is disposed in the vehicle height direction means that the longitudinal direction of the first impact absorbing member <NUM> is disposed so as to intersect with the vehicle length direction. Further, the fact that the third impact absorbing member <NUM> is disposed in the vehicle length direction means that the third impact absorbing member <NUM> is disposed so as to intersect with the vehicle height direction.

It is desirable that the first impact absorbing member <NUM> is curved to follow the shape of the exterior material <NUM>. The third impact absorbing member <NUM> extends substantially linearly. However, in a case where the exterior material <NUM> is curved in a cross section perpendicular to the vehicle height direction, it is desirable that the third impact absorbing member <NUM> has a shape following the curved shape of the exterior material <NUM>. This is because, if the first impact absorbing member <NUM> and the third impact absorbing member <NUM> have shapes following the shape of the exterior material <NUM>, the first impact absorbing member <NUM> and the third impact absorbing member <NUM> can be in close contact with the exterior material <NUM> and be preferably joined (bonded) to the exterior material <NUM>. If the first impact absorbing member <NUM> or the third impact absorbing member <NUM> is joined to the exterior material <NUM>, when the first impact absorbing member <NUM> or the third impact absorbing member <NUM> is deformed, the exterior material <NUM> resists deformation. That is, because the exterior material <NUM> can contribute to impact absorption, it is more preferable.

<FIG> is a perspective view showing an example of the configuration of the impact absorbing member <NUM>. The basic configurations of the first impact absorbing member <NUM> and the third impact absorbing member <NUM> can be the same. <FIG> also shows a cross-sectional configuration orthogonal to the longitudinal direction of the impact absorbing member <NUM>. In the example shown in <FIG>, the impact absorbing member <NUM> has a hollow rectangular (oblong) cross section. The impact absorbing member <NUM> is manufactured by bending a sheet material <NUM>. Further, the impact absorbing member <NUM> may be manufactured with a hollow tubular member or a solid rod-shaped member. Further, the impact absorbing member <NUM> may have a hollow of solid trapezoidal cross section. In the example shown in <FIG>, the impact absorbing member <NUM> has an oblong cross-sectional shape, and one side thereof has a long side H in a range of about <NUM> to <NUM> and a short side D in a range of about <NUM> to <NUM>. Further, the sheet thickness of the sheet material <NUM> forming the impact absorbing member <NUM> is in a range of about <NUM> to <NUM>, as an example. As the sheet material <NUM>, a steel sheet can be used. The tensile strength of the first impact absorbing member <NUM> and the third impact absorbing member <NUM> is preferably <NUM> MPa or more, and more preferably <NUM> MPa or more. Further, in a case where the first impact absorbing member <NUM> and the third impact absorbing member <NUM> are formed from a steel sheet by press forming, cold forming may be used, or hot stamping may be adopted depending on the strength of the steel sheet. In this specification, the "cross section" of the impact absorbing member <NUM> means a cross section perpendicular to the longitudinal direction of the impact absorbing member <NUM>.

As shown in <FIG>, a predetermined gap may be provided between an end portion 130a and an end portion 130b of the bent sheet material <NUM>. 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 to each other by welding, bonding, or the like. The cross section of the impact absorbing member <NUM> does not need to have a continuous rectangular shape, annular shape, or trapezoidal shape, and may have a discontinuous shape due to the presence of a gap. Further, in a case where end portions are present in the cross section of the impact absorbing member <NUM>, the end portions may be in close contact with each other, or the end portions may be joined to each other by welding, bonding, or the like.

As shown in <FIG> and <FIG>, a door inner panel <NUM> is provided inside the exterior panel <NUM>. As an example, the door inner panel <NUM> is made of a steel sheet. The further inner side of the door inner panel <NUM> faces the vehicle interior, and is usually provided with an interior material made of leather or a resin material.

Next, the structure of the portion where the lower end portion <NUM> of the door <NUM> and the side sill <NUM> are adjacent to each other will be described. As shown in <FIG>, the first impact absorbing member <NUM> extends to the vicinity of the lower end of the door <NUM>. Similarly, the door inner panel <NUM> also extends to the vicinity of the lower end of the door <NUM>. Therefore, at the portion where the lower end portion <NUM> of the door <NUM> and the side sill <NUM> are adjacent to each other, the first impact absorbing member <NUM> is interposed between the exterior panel <NUM> and the side sill <NUM>.

Further, as shown in <FIG> and <FIG>, at the portion where the lower end portion <NUM> of the door <NUM> and the side sill <NUM> are adjacent to each other, a second impact absorbing member <NUM> is interposed between the exterior panel <NUM> and the side sill <NUM>. More specifically, at this portion, the second impact absorbing member <NUM> is interposed between the first impact absorbing member <NUM> and the side sill <NUM>, and each of a plurality of the second impact absorbing members <NUM> is provided corresponding to the position of each of the plurality of the first impact absorbing members <NUM>.

Since all of the four first impact absorbing members <NUM> shown in <FIG> extend to the vicinity of the lower end of the door <NUM>, at the portion where the lower end portion <NUM> of the door <NUM> and the side sill <NUM> are adjacent to each other, the four first impact absorbing members <NUM> are interposed between the exterior panel <NUM> and the side sill <NUM>. Further, at the portion where the lower end portion <NUM> of the door <NUM> and the side sill <NUM> are adjacent to each other, four second impact absorbing members <NUM> are interposed between the first impact absorbing member <NUM> and the side sill <NUM>. In other words, at the lower portion of the door <NUM>, the first impact absorbing member <NUM> extending in the vehicle height direction, the second impact absorbing member <NUM>, the door inner panel <NUM>, and the side sill <NUM> are disposed in this order on the same line in the vehicle width direction (a straight line L shown in <FIG>). According to such a structure, it is possible to significantly improve the impact absorbing performance in a case where another structure (a vehicle, a building, a utility pole, or the like) collides with the side surface of the automobile <NUM>.

With the configuration in which the first impact absorbing member <NUM> is interposed between the exterior panel <NUM> and the side sill <NUM>, the end portion of the first impact absorbing member <NUM> is supported by the side sill <NUM>. Since the portion (that is, the side sill <NUM>) that supports the first impact absorbing member <NUM> is a frame member of the automobile <NUM> and is not easily deformed, when an impact is applied to the door <NUM>, the first impact absorbing member <NUM> can receive the load. That is, the impact absorbing performance of the impact absorbing member <NUM> can be utilized.

Here, from the viewpoint of occupant protection, it is desirable to install the impact absorbing member <NUM> at a position as far as possible from the occupant. That is, it is preferable to install the impact absorbing member <NUM> on the exterior material <NUM> side of the door <NUM>. In this respect, by making the thickness of the door <NUM> thicker, it is possible to dispose the impact absorbing member <NUM> closer to the exterior material <NUM> side. However, in a case where the door <NUM> is made thicker corresponding to an increase in the thickness of the door <NUM>, when the impact absorbing member <NUM> is disposed on the exterior material <NUM> side, the end portion of the first impact absorbing member <NUM> is separated from the side sill <NUM>. In this case, the first impact absorbing member <NUM> is separated from the side sill <NUM>, and thus it is assumed that the impact absorbing performance of the first impact absorbing member <NUM> cannot be utilized.

Therefore, in the present embodiment, as described above, the first impact absorbing member <NUM>, the second impact absorbing member <NUM>, the door inner panel <NUM>, and the side sill <NUM> are disposed in this order on the same line in the vehicle width direction. Here, the first impact absorbing member <NUM> is an impact absorbing member extending in the vehicle height direction, and the second impact absorbing member <NUM> is an impact absorbing member that is disposed between the first impact absorbing member <NUM> and the door inner panel <NUM>. In other words, the first impact absorbing member <NUM> and the door inner panel <NUM> have a structure in which the second impact absorbing member <NUM> is sandwiched between them. According to such a configuration, when the door <NUM> is deformed due to a collision from the side surface of the automobile <NUM>, the first impact absorbing member <NUM> receives a load and the load is transmitted from the first impact absorbing member <NUM> to the side sill <NUM> through the second impact absorbing member <NUM>. That is, the side sill <NUM> can support the first impact absorbing member <NUM> to receive the load. In this way, the first impact absorbing member <NUM>, the second impact absorbing member <NUM>, and the side sill <NUM> can prevent the door <NUM> provided with the first impact absorbing member <NUM> from invading toward the vehicle interior side.

The second impact absorbing member <NUM> is sandwiched between the first impact absorbing member <NUM> and the side sill <NUM> with the door inner panel <NUM> interposed therebetween, and efficiently receives the load. Further, the second impact absorbing member <NUM> is deformed by itself, thereby being able to absorb the load.

In order to efficiently transmit the load, it is desirable that the cross section of the first impact absorbing member <NUM> has an annular shape or a rectangular shape as shown in <FIG> on the same line described above. This is because if the first impact absorbing member <NUM> is a flat plate, there is a possibility that it may be broken without almost transmitting the load. That is, if the first impact absorbing member <NUM> is a flat plate, there is a possibility that the impact absorbing function may not be able to be exhibitted in a case of being broken.

Specifically, the absorption of the load (impact energy) due to an impact is performed as follows. First, the collision load is applied to the impact absorbing member <NUM> at the central portion in the vehicle height direction of the door <NUM> (step <NUM>). Next, at the lower portion in the vehicle height direction of the door <NUM>, the end portion of the first impact absorbing member <NUM> is deformed or moved toward the vehicle interior side in the vehicle width direction together with the second impact absorbing member <NUM> and the door inner panel <NUM> (step <NUM>). Then, the first impact absorbing member <NUM> invades toward the vehicle exterior side in the vehicle width direction of the second impact absorbing member <NUM>, the first impact absorbing member <NUM> is supported by the side sill <NUM> through the second impact absorbing member <NUM> and the door inner panel <NUM>, and the first impact absorbing member <NUM> is deformed to absorb impact energy (step <NUM>). Next, the second impact absorbing member <NUM> is deformed to further absorb the impact energy (step <NUM>).

More specifically, in step <NUM>, the first impact absorbing member <NUM> and the second impact absorbing member <NUM> approach the vehicle exterior side in the vehicle width direction of the side sill <NUM> with the door inner panel <NUM> interposed therebetween. If the first impact absorbing member <NUM>, the second impact absorbing member <NUM>, and the side sill <NUM> are on the same line in the vehicle width direction, step <NUM> described above does not occur. Further, in a case where the second impact absorbing member <NUM> is not provided, the absorption of impact energy in step <NUM> described above does not sufficiently occur and the absorption of impact energy in step <NUM> described above does not occur. In this manner, according to the configuration of the present embodiment, it is possible to reliably absorb the load due to an impact. Further, by making the cross section of the first impact absorbing member <NUM> annular or rectangular on the same line, the first impact absorbing member <NUM> can sufficiently exhibit the impact absorbing function, and the effect of step <NUM> described above can be further sufficiently exhibited.

In general, a side panel is interposed between the door inner panel <NUM> and the side sill <NUM>. However, since the contribution of the side panel to impact absorption is small, in the above description, the description regarding the side panel is omitted.

<FIG> is a perspective view showing in detail an example of an intersection portion between the first impact absorbing member <NUM> and the third impact absorbing member <NUM>. <FIG> shows a state where the first impact absorbing member <NUM> and the third impact absorbing member <NUM> are viewed from the outside (the exterior material <NUM> side) of the vehicle. At the intersection portion, the third impact absorbing member <NUM> is located in the direction of the outside (on the exterior material <NUM> side) of the vehicle with respect to the first impact absorbing member <NUM>. As shown in <FIG>, the first impact absorbing member <NUM> may be provided with a recessed part 122a, and the third impact absorbing member <NUM> may be provided with a recessed part 124a. In other words, at the intersection portion between the first impact absorbing member <NUM> and the third impact absorbing member <NUM>, the thickness in the vehicle width direction of the first impact absorbing member <NUM> and/or the third impact absorbing member <NUM> may be reduced. In this way, the first impact absorbing member <NUM> and the third impact absorbing member <NUM> are disposed in the same plane.

The third impact absorbing member <NUM> is located in the direction of the outside (on the exterior material <NUM> side) of the vehicle with respect to the first impact absorbing member <NUM>, whereby in a case where another structure collides with the exterior panel <NUM> of the door <NUM>, a load is transmitted from the exterior material <NUM> to the third impact absorbing member <NUM>. Then, since the third impact absorbing member <NUM> is disposed in the vehicle length direction, the load is transmitted from the intersection portion shown in <FIG> to a plurality of the first impact absorbing members <NUM>. Then, since the plurality of the first impact absorbing members <NUM> are disposed in the vehicle height direction and overlap the side sill <NUM> with the second impact absorbing member <NUM> interposed therebetween at the lower end portion <NUM> of the door <NUM>, the load is dispersed to the side sill <NUM>. The side sill <NUM> is a part of the body <NUM>, which is a frame member of the automobile <NUM>, and has very high strength. In this way, the load due to a collision can be received by the body <NUM>, and the load is dispersed to the body <NUM>. Therefore, it becomes possible to reliably absorb an impact.

Here, the significance of providing the plurality of the first impact absorbing members <NUM> will be described in more detail. In a case where only one first impact absorbing member <NUM> is provided, if an impact is applied to the door <NUM>, an extremely large load is transmitted from the one first impact absorbing member <NUM> to the side sill <NUM>. That is, it is also assumed that the side sill <NUM> is damaged. Then, if the side sill <NUM> is damaged, there is a possibility that the door <NUM> may invade toward the vehicle interior side. In order to prevent the side sill <NUM> from being damaged, it is conceivable to further strengthen the side sill <NUM>. However, since the side sill <NUM> is a part of the body <NUM> which is a frame member of the automobile <NUM>, there is a concern that the weight of the automobile <NUM> may increase with the strengthening.

As in the present embodiment, it is preferable to dispose the plurality of the first impact absorbing members <NUM> such that the load is dispersed and transmitted to the side sill <NUM>. In this case, damage to the side sill <NUM> can be suppressed without specially strengthening the side sill <NUM>. Therefore, the situation where the door <NUM> invades toward the vehicle interior side can also be more reliably prevented.

Two or more, three or more, or four or more first impact absorbing members <NUM> may be provided with respect to one exterior panel <NUM> or one door inner panel <NUM>. For example, in a case where a collision with a structure such as a utility pole is assumed, in order to reliably receive the load even if any portion of the door <NUM> in the vehicle length direction collides, the number of the first impact absorbing members <NUM> is preferably three or more, and in order to prevent an increase in weight due to excessive installation of the first impact absorbing members <NUM>, the number of the first impact absorbing members <NUM> is preferably six or less. More preferably, the number of the first impact absorbing members <NUM> is four or five.

Two or more, three or more, or four or more third impact absorbing members <NUM> may be provided with respect to one exterior panel <NUM> or one door inner panel <NUM>. In order to disperse the load due to a collision by transmitting the load to a wide range above and below in the vehicle height direction of the first impact absorbing member <NUM>, the number of the third impact absorbing members <NUM> is preferably two or more, and in order to prevent an increase in weight due to excessive installation of the third impact absorbing members <NUM>, the number of the third impact absorbing members <NUM> is preferably five or less. More preferably, the number of the third impact absorbing members <NUM> is three or four.

The first impact absorbing member <NUM> and the third impact absorbing member <NUM> are in close contact with the exterior material <NUM>, whereby the effect of improving the panel stiffness of the exterior material <NUM> can also be obtained. The length of one side of the region that is divided by the first impact absorbing member <NUM> and the third impact absorbing member <NUM> is preferably <NUM> or less in a case of being viewed along the vehicle width direction in a state where the door is closed with respect to the body, such that good panel stiffness can be obtained even in a case where the thickness of the exterior material <NUM> is as thin as <NUM>, for example, and more preferably, the length of one side of the region that is divided by the first impact absorbing member <NUM> and the third impact absorbing member <NUM> is <NUM> or less.

In this manner, in the automobile according to the present embodiment, the load due to a collision is dispersed to the plurality of the first impact absorbing members <NUM> extending in the vehicle height direction and transmitted to the side sill <NUM>. Therefore, since the load is transmitted to be dispersed in the vehicle length direction of the side sill <NUM>, the load is not locally applied to only a region of a part of the side sill <NUM>. Therefore, it is not necessary to reinforce especially the side sill <NUM>, and it is possible to effectively absorb a load with the normal structure of the body <NUM>.

<FIG> are schematic diagrams showing variations of a configuration example of the portion where the first impact absorbing member <NUM> and the second impact absorbing member <NUM> are adjacent to each other at the lower end portion <NUM> of the door <NUM>, and show the detailed configuration of a region A1 surrounded by a two-dot chain line in <FIG>. <FIG> show a state where the first impact absorbing member <NUM>, the second impact absorbing member <NUM>, and the door inner panel <NUM> are viewed from the outside (the exterior material <NUM> side) of the vehicle, and illustration of the exterior material <NUM> is omitted. As shown in <FIG>, the lower end of the door inner panel <NUM> is bent toward the outside (the exterior material <NUM> side) of the vehicle, so that a hem portion 200a for hemming processing of the exterior material <NUM> and the door inner panel <NUM> is configured.

As shown in <FIG>, the second impact absorbing member <NUM> is disposed between the first impact absorbing member <NUM> and the door inner panel <NUM> and is disposed closer to the door inner panel <NUM> side than the first impact absorbing member <NUM>. In the examples shown in <FIG>, the second impact absorbing member <NUM> is made of an M-shaped sheet metal with flanges in the shape of the cross section perpendicular to the vehicle width direction. Further, the sheet metal configuring the second impact absorbing member <NUM> extends in the vehicle width direction. The second impact absorbing member <NUM> can be made of, for example, a steel sheet.

As shown in <FIG>, the second impact absorbing member <NUM> is made of a sheet metal having an M-shaped cross-sectional shape, and the extending direction of the sheet metal is the vehicle width direction. With such a configuration, when the side surface of the door <NUM> receives an impact from the outside, if the first impact absorbing member <NUM> tries to invade the second impact absorbing member <NUM>, the end portion on the lower side in the vehicle height direction of the first impact absorbing member <NUM> is first supported by the side sill <NUM> through the second impact absorbing member <NUM> and the door inner panel <NUM>. Therefore, the first impact absorbing member can be deformed to absorb the load. Further, the first impact absorbing member <NUM> invades the second impact absorbing member <NUM>, so that the second impact absorbing member <NUM> is subjected to buckling deformation and can absorb the load. The cross-sectional shape of the second impact absorbing member <NUM> is not limited to the M shape, and other shapes may also be adopted.

Further, as shown in <FIG>, the second impact absorbing member <NUM> and a bottom portion 200b of the door inner panel <NUM> have an extending direction in the vehicle width direction, and form a pipe shape having an axis in the vehicle width direction. In this way, it is possible to further enhance the effect that the end portion on the lower side in the vehicle height direction of the first impact absorbing member <NUM> is supported by the side sill <NUM> through the second impact absorbing member <NUM> and the door inner panel <NUM> when the side surface of the door <NUM> collides. Further, in a case where the first impact absorbing member <NUM> invades the second impact absorbing member <NUM>, since the second impact absorbing member <NUM> and the bottom portion 200b of the door inner panel <NUM> are subjected to buckling deformation, it is possible to further enhance the effect of absorbing the load. Here, the pipe shape having an axis in the vehicle width direction means a shape forming a closed cross section when viewed in a cross section perpendicular to the vehicle width direction. Here, the cross-sectional shape does not need to be necessarily continuous when viewed in the entire cross section of the pipe shape, and a closed cross section does not need to be formed at a part of the pipe shape.

It is preferable that a slight amount of gap is provided between the first impact absorbing member <NUM> and the second impact absorbing member <NUM> in order to avoid interference due to dimensional error within the tolerance that occurs during manufacturing of each member.

In the non-claimed example shown in <FIG>, the second impact absorbing member <NUM> is made of a bag-shaped pedestal. The second impact absorbing member <NUM> shown in <FIG> is formed, for example, by pressing a sheet metal. Also in the configuration example shown in <FIG>, when the side surface of the door <NUM> collides, if the first impact absorbing member <NUM> tries to invade the second impact absorbing member <NUM>, the end portion on the lower side in the vehicle height direction of the first impact absorbing member <NUM> is first supported by the side sill <NUM> through the second impact absorbing member <NUM> and the door inner panel <NUM>. Therefore, the first impact absorbing member <NUM> can be deformed to absorb the load. Further, the first impact absorbing member <NUM> invades the second impact absorbing member <NUM>, so that the second impact absorbing member <NUM> can be deformed to absorb the load.

Further, as shown in <FIG>, the second impact absorbing member <NUM> is joined to the bottom portion 200b of the door inner panel <NUM> at a joint portion 126a. The second impact absorbing member <NUM> is joined to the door inner panel <NUM>, whereby when a load is applied to the second impact absorbing member <NUM>, the second impact absorbing member <NUM> reliably receives the load from the first impact absorbing member <NUM> without moving from the initial position, and can transport the load to the side sill <NUM> side. The joining is preferably performed by welding. However, the joining may be performed by a method such as bonding.

Further, in the examples shown in <FIG>, the first impact absorbing member <NUM> has a surface that abuts the door inner panel <NUM> at the end thereof, and is fixed to the door inner panel <NUM>. In the example shown in <FIG>, the end of the first impact absorbing member <NUM> is joined to the hem portion 200a at a joint portion 122b. On the other hand, in the example shown in <FIG>, the end of the first impact absorbing member <NUM> is joined to the bottom portion 200b of the door inner panel <NUM> at the joint portion 122b.

In the example shown in <FIG>, since the hem portion 200a of the door inner panel <NUM> is a portion on which the hemming processing is performed to be brought into close contact with the exterior material <NUM>, the shape of the end portion on the lower side of the first impact absorbing member <NUM> is transferred to the vehicle exterior side of the exterior material <NUM>, and thus there is a possibility that the design may be impaired. As countermeasures against this, for example, a recessed part corresponding to the shape of the end portion on the lower side of the first impact absorbing member <NUM> may be provided in the hem portion 200a such that the surface on the vehicle exterior side of the end portion on the lower side of the first impact absorbing member <NUM> is flush with the hem portion 200a. Further, as a modification example of the example shown in <FIG>, as shown in <FIG>, another step shape is provided between the hem portion 200a and the bottom portion 200b, and the end of the first impact absorbing member <NUM> may be joined to a step surface 200c thereof. The joining is preferably performed by welding. However, the joining may be performed by a method such as bonding using a structural adhesive or the like. Further, in the examples shown in <FIG>, the end of the first impact absorbing member <NUM> and the door inner panel <NUM> or the second impact absorbing member <NUM> are directly fixed to each other. However, the end of the first impact absorbing member <NUM> may be fixed to the door inner panel <NUM> or the second impact absorbing member <NUM> through another component such as a bracket. This is because, although the number of components is increased by using another component such as a bracket, there is an advantage that the shape of the end of the first impact absorbing member <NUM> can be simplified.

Further, in the non-claimed example shown in <FIG>, the first impact absorbing member <NUM> has a surface that abuts the second impact absorbing member <NUM> at the end thereof, and is joined to the second impact absorbing member <NUM> at the joint portion 122b. As shown in <FIG>, instead of joining the end of the first impact absorbing member <NUM> to the door inner panel <NUM>, the end of the first impact absorbing member <NUM> may be joined to the second impact absorbing member <NUM>. Since the second impact absorbing member <NUM> is joined to the bottom portion 200b of the door inner panel <NUM> at the joint portion 126a, in a case where the end of the first impact absorbing member <NUM> is joined to the second impact absorbing member <NUM>, the same effect as in a case where the end of the first impact absorbing member <NUM> is connected to the door inner panel <NUM> can be obtained.

As shown in <FIG>, in a state where the first impact absorbing member <NUM> is joined to the door inner panel <NUM> or the second impact absorbing member <NUM>, the exterior material <NUM> is further joined to the hem portion 200a of the door inner panel <NUM> by the hemming processing. The joining of the exterior material <NUM> and the door inner panel <NUM> may be performed by bonding or the like, in addition to the hemming processing.

If a load is applied to the first impact absorbing member <NUM> that is curved to be convex toward the vehicle exterior side in the vehicle width direction, a force to move the end of the first impact absorbing member <NUM> toward the outside in the vehicle height direction of the door <NUM> (toward downward) is generated. The first impact absorbing member <NUM> is joined to the door inner panel <NUM> or the second impact absorbing member <NUM>, so that the end of the first impact absorbing member <NUM> can be prevented from moving toward the outside in the vehicle height direction of the door <NUM>. Further, the end of the first impact absorbing member <NUM> may be disposed at the lower end in the vehicle height direction of the door <NUM>. Then, the end of the first impact absorbing member <NUM> interferes with the bottom portion 200b of the door inner panel <NUM>, and as a result, the end of the first impact absorbing member <NUM> can be prevented from moving toward the outside in the vehicle height direction of the door <NUM>. In this way, since the first impact absorbing member <NUM> can be gradually deformed while maintaining the convexly curved state for a longer period of time and receive a load, the impact absorbing performance is improved.

It is more preferable that the maximum width in the vehicle length direction of the pipe shape formed by the second impact absorbing member <NUM> and the bottom portion 200b of the door inner panel <NUM> is larger than the width in the vehicle length direction of the first impact absorbing member <NUM> in the region where the first impact absorbing member <NUM> and the second impact absorbing member <NUM> overlap, in a case of being viewed along the vehicle width direction (when viewed in a plan view perpendicular to the vehicle width direction). In this way, there is an effect that the first impact absorbing member <NUM> can be restrained from collapsing in the vehicle length direction when a load due to an impact is applied.

Next, non-claimed examples in which the second impact absorbing member <NUM> is configured integrally with the door inner panel <NUM> will be described with reference to <FIG> are schematic diagrams showing the vicinity of the end of the first impact absorbing member <NUM> at the lower end portion <NUM> of the door <NUM>, and show the detailed configuration of the region A1 surrounded by the two-dot chain line in <FIG>, similar to <FIG>. Similar to <FIG>, <FIG> show a state where the first impact absorbing member <NUM>, the second impact absorbing member <NUM>, and the door inner panel <NUM> are viewed from the outside (the exterior material <NUM> side) of the vehicle, and illustration of the exterior material <NUM> is omitted.

In the non-claimed examples shown in <FIG>, the second impact absorbing member <NUM> is formed by press-forming the door inner panel <NUM> into a pedestal shape. In other words, in the examples shown in <FIG>, the second impact absorbing member <NUM> is regarded as a part of the door inner panel <NUM>. In this manner, even in a case where the second impact absorbing member <NUM> is configured from a part of the door inner panel <NUM>, if the first impact absorbing member <NUM> tries to invade the second impact absorbing member <NUM> when the side surface of the door <NUM> collides, the end portion on the lower side in the vehicle height direction the first impact absorbing member <NUM> is first supported by the side sill <NUM> through the second impact absorbing member <NUM> and the door inner panel <NUM>. Therefore, the first impact absorbing member <NUM> can be deformed to absorb the load. Further, the first impact absorbing member <NUM> invades the second impact absorbing member <NUM>, so that the second impact absorbing member <NUM> can be deformed to absorb the load. Further, the second impact absorbing member <NUM> is formed by processing the door inner panel <NUM>, so that the number of components can be reduced and a process of joining the second impact absorbing member <NUM> to the door inner panel <NUM> can be reduced.

Also in the non-claimed examples shown in <FIG>, the first impact absorbing member <NUM> has a surface that abuts the door inner panel <NUM> at the end thereof, and is fixed to the door inner panel <NUM>. In <FIG>, the method of joining the first impact absorbing member <NUM> to the door inner panel <NUM> is the same as in each of <FIG>. Further, although not shown in the drawings, in the configurations shown in <FIG>, the end of the first impact absorbing member <NUM> may be joined to the second impact absorbing member <NUM>, similar to <FIG>.

In the non-claimed examples shown in <FIG>, it is more preferable that the maximum width in the vehicle length direction of the second impact absorbing member <NUM> is larger than the width in the vehicle length direction of the first impact absorbing member <NUM> in the region where the first impact absorbing member <NUM> and the second impact absorbing member <NUM> overlap, in a case of being viewed along the vehicle width direction. In this way, there is an effect that the first impact absorbing member <NUM> can be restrained from collapsing in the vehicle length direction when a load due to an impact is applied.

Further, from the viewpoint of restraining the first impact absorbing member <NUM> from collapsing in the vehicle length direction when a load due to an impact is applied, it is more preferable to have a portion in which the entirety of the first impact absorbing member <NUM> is included within the pipe shape formed by the second impact absorbing member <NUM> and the bottom portion 200b of the door inner panel <NUM> or within the second impact absorbing member <NUM> in the vehicle length direction in the region where the first impact absorbing member <NUM> and the second impact absorbing member <NUM> overlap, in a case of being viewed along the vehicle width direction,.

Next, Comparative Examples <NUM> and <NUM> with respect to the above embodiment of the present invention will be described with reference to <FIG>. <FIG> is a schematic diagram showing the structure of the door <NUM> according to Comparative Example <NUM>, and shows a state where the door <NUM> is viewed from the outside of the automobile <NUM>, similar to <FIG>. Further, <FIG> is a schematic diagram showing a cross section along a one-dot chain line II-II' shown in <FIG> in a state where the door <NUM> is closed with respect to the body <NUM>. The position of the one-dot chain line I-I' shown in <FIG> corresponds to the position of the one-dot chain line <NUM>-<NUM>' shown in <FIG>.

As shown in <FIG>, in the configuration of Comparative Example <NUM>, the first impact absorbing member <NUM> does not extend to the position of the side sill <NUM> in the vehicle height direction. Therefore, in a case where another structure collides with the exterior panel <NUM> of the door <NUM>, the load cannot be effectively received by the side sill <NUM>.

Further, <FIG> is a schematic diagram showing the structure of the door <NUM> according to Comparative Example <NUM>, and shows a state where the door <NUM> is viewed from the outside of the automobile <NUM>, similar to <FIG>. Further, <FIG> is a schematic diagram showing a cross section along a one-dot chain line III-III' shown in <FIG> in a state where the door <NUM> is closed with respect to the body <NUM>. The position of the one-dot chain line III-III' shown in <FIG> corresponds to the position of the one-dot chain line I-I' shown in <FIG>.

As shown in <FIG>, in the configuration of Comparative Example <NUM>, although the first impact absorbing member <NUM> extends to the position of the side sill <NUM>, the second impact absorbing member <NUM> in the present embodiment is not provided. Therefore, at the position of the side sill <NUM>, a space is created between the first impact absorbing member <NUM> and the door inner panel <NUM>, and thus in a case where another structure collides with the exterior panel <NUM> of the door <NUM>, a load cannot be effectively received by the side sill <NUM>.

<FIG> is a characteristic diagram in which in a case where the center of the exterior panel <NUM> of the door <NUM> is pushed by a columnar indenter having a radius of <NUM> and an axis in the vehicle height direction, the relationship between the stroke of the indenter and a load that the indenter receives from the door <NUM> is obtained by simulation, with respect to the configuration of the embodiment of the present invention shown in <FIG> and the configurations of Comparative Examples <NUM> and <NUM> described above. As shown in <FIG>, in the case of the same stroke, the load characteristic is further improved in the present embodiment than in Comparative Examples <NUM> and <NUM>, and the difference is remarkable when the stroke is <NUM> or more. Therefore, it can be understood that the impact absorbing performance can be greatly improved by the configuration of the present embodiment.

In the above description, the case is an exemplary example where each of the members such as the first impact absorbing member <NUM>, the second impact absorbing member <NUM>, the third impact absorbing member <NUM>, and the door inner panel <NUM> is made of a steel sheet. However, these members may be made of other materials such as aluminum, an aluminum alloy, and CFRP (carbon fiber reinforced plastic).

As described above, according to the present embodiment, at the lower portion of the door <NUM>, the first impact absorbing member <NUM> extending in the vehicle height direction, the second impact absorbing member <NUM>, the door inner panel <NUM>, and the side sill <NUM> are disposed in this order on the same line in the vehicle width direction. Therefore, the impact absorbing performance in a case where the side surface of the automobile <NUM> collides with another structure can be greatly improved.

In the present invention, the automobile side structure includes structural members such as an automobile door, a side sill, and a pillar.

The preferred embodiment of the present invention has been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to such an example.

The present invention can be applied to the front door or the rear door of an automobile. Further, the present invention can be applied to not only a door that is disposed at a side portion of an automobile but also a door (also referred to as a tailgate) that is disposed at a rear portion of an automobile. In a case where the present invention is applied to a door that is disposed at a rear portion of an automobile, an inner panel of such a door intersects with the vehicle length direction of the automobile. Therefore, the vehicle length direction described in the above embodiment may be read as a vehicle width direction and the vehicle width direction may be read as a vehicle length direction.

Claim 1:
An automobile side structure comprising:
a first impact absorbing member (<NUM>) extending in a vehicle height direction inside an automobile door (<NUM>);
a second impact absorbing member (<NUM>) inside the automobile door (<NUM>);
a door inner panel (<NUM>) inside the automobile door (<NUM>); and
a side sill (<NUM>),
wherein the first impact absorbing member (<NUM>), the second impact absorbing member (<NUM>), the door inner panel (<NUM>), and the side sill (<NUM>) are on a straight line in a vehicle width direction, and
the second impact absorbing member (<NUM>) is disposed between the first impact absorbing member (<NUM>) and the door inner panel (<NUM>), characterized in that
the second impact absorbing member (<NUM>) is joined to the door inner panel (<NUM>); and
the second impact absorbing member (<NUM>) and the door inner panel (<NUM>) form a pipe shape having an axis in the vehicle width direction.