JP3396972B2 - Vehicle door structure - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a side door structure of a vehicle capable of absorbing a shock when an occupant interferes with the door during a vehicle collision.

[0002]

2. Description of the Related Art As a conventional door structure of this type, a structure described in Japanese Utility Model Publication No. 3-16514 is known.

As shown in FIGS. 23 and 24 , this conventional door structure is provided with a door waist portion 4 having a closed sectional shape (box sectional shape) formed by a door inner panel 1 and a waist inner reinforcement 2. There is. A concave bead 5 extending in the vehicle front-rear direction is formed in the upper plate portion 1a of the door inner panel 1 at a portion of the door waist portion 4 corresponding to the side portion of the occupant. It is lower than the strength of other closed cross-sections.

A vertically extending concave bead 6 is also formed at a corner between the upper plate portion 1a and the vertical plate portion 1b of the door inner panel 1. The beads 5 and 6 reduce the strength of the relevant portion as compared with the other portions. In FIG. 24 , 7 is a trim.

And, in such a door structure,
Since the beads 5 and 6 serve as a trigger and the door waist portion 4 is easily crushed, when the shoulders, arms, etc. of the occupant interfere with the door during a collision from the side of the vehicle, the reaction force acting on the occupant can be reduced. it can.

[0006]

However, as shown in FIG. 25 , when the door inner panel 1 is press-molded by the female die 8 and the male die 9, the bead 5 has an inverse shape, and therefore the shape is removed. Therefore, there is a problem that not only one press working but also post working for forming the bead 5 is required. Even if the bead 5 is formed after pressing the door inner panel 1 as described above, it is post-processing, and therefore, the mating flange 1c with the waist inner reinforcement 2 (see FIG. 2 ) .
3 ) is deformed and the tip (trim end) of the flange 1c is wavy. That is, in the conventional product, the bead 5, which is the strength-reduced portion, was formed on the structure that constitutes the door, that is, the door inner panel 1 itself, and therefore there was a point to be improved in terms of workability.

In consideration of the above-mentioned circumstances, the present invention can improve the workability and, at the same time, can effectively exhibit the shock absorbing action when the side parts such as the shoulders and arms of the occupant interfere with the door waist part. It is intended to provide a door structure.

[0008]

According to a first aspect of the present invention, in a door structure of a vehicle side portion having a door inner panel and a door outer panel and having a door waist portion, an occupant seated on at least a seat of the door waist portion. The door inner panel is provided with a notch at the portion facing the side of the
Note that it is composed of a separate member from the door inner panel.
The plate material on which the first bead formed along the vehicle longitudinal direction is formed
It is provided so as to cover the notch, and the first plate of the plate material is provided.
Waist inner with a second bead parallel to the cord
Reinforcement, as described above to form a closed cross section
Exterior surface of the door waist of the door inner panel
It is characterized by being joined to .

According to a second aspect of the invention, a door inner panel and door
Vehicles that have an outer panel and a door waist
In the door structure on both sides,
At the front facing the side of the occupant seated on the seat
The door inner panel is provided with a recess, and the door inner panel is
It is composed of a separate member from the
A plate material having a first bead along which the concave portion is covered
And parallel to the first bead of the plate.
West Inner Reinforce with 2 beads
The door inner panel so as to form a closed section.
It is characterized in that it is joined to the outer surface of the vehicle at the door waist of the car .

The invention according to claim 3 is the vehicle door structure according to claim 1 or 2, wherein the plate member has a lateral plate portion,
It is characterized in that the first bead is projected upward or downward on the lateral plate portion.

[0011]

[0012]

An invention according to claim 4 is the vehicle door structure according to any one of claims 1 to 3 , wherein the plate member is the
The first bead, characterized in that formed a predetermined length in the middle portion in the vehicle longitudinal direction of the plate material.

According to a fifth aspect of the present invention, there is provided the vehicle door structure according to any one of the first to third aspects, wherein the plate member is the
A first bead, characterized in that formed over the longitudinal direction the entire region of the plate material.

A sixth aspect of the present invention is the vehicle door structure according to the fifth aspect , wherein the plate material is a roll-formed product obtained by roll-forming the beads.

The invention according to claim 7 is the vehicle door structure according to any one of claims 1 to 6 , wherein the edge portion of the plate member is an edge portion of a notch or a recess formed in the door inner panel. Characterized by being welded.

[0017] The invention of claim 8 is a door structure of a vehicle according to claim 1, wherein the door inner panel, the plate <br/> edge of the door inner panel to form the cut-out edge It is characterized by being press-formed after being welded to.

According to a ninth aspect of the present invention, there is provided a vehicle door structure according to any one of the first to eighth aspects, wherein the member is a plate material having a lower material strength than the door inner panel, or a plate thickness is thin. It is characterized by being constituted by at least one of plate materials.

A tenth aspect of the present invention is the vehicle door structure according to any one of the first to ninth aspects, in which a honeycomb having a strength in a vehicle front-rear direction higher than a strength in a vehicle width direction is provided on the back side of the plate member. The feature is that the material is set.

[0020]

[0021]

[0022]

[0023]

According to an eleventh aspect of the present invention, in a door structure of a vehicle side portion having a door inner panel and a door outer panel, the door waist portion has at least a portion facing the side portion of the occupant. a notch or recess in the inner panel is provided, the plate thickness is constituted by at least one of the thin plate even material strength is lower plate or the door inner panel than the door inner panel
And a plate on which a first bead is formed along the vehicle front-rear direction
A material is provided to cover the notch or recess, and
A second bead formed parallel to the first bead of the plate material
Waist inner reinforcement, forming a closed cross section
To the door waist of the door inner panel.
It is characterized by being joined to the outside surface of the car .

According to a twelfth aspect of the invention, there is provided the vehicle door structure according to the eleventh aspect , wherein an edge portion of the member is welded to an edge portion of a notch or a recess formed in the door inner panel. To do.

A thirteenth aspect of the present invention is the vehicle door structure according to the twelfth aspect , wherein the door inner panel has an edge portion of the member welded to an edge portion of a notch formed in the door inner panel. It is characterized by being press-molded by.

According to a fourteenth aspect of the present invention, in the vehicle door structure according to any one of the eleventh to thirteenth aspects, the strength of the vehicle front-rear direction is higher than that of the vehicle width direction on the back side of the member. The feature is that the material is set.

The invention of claim 15 is the invention of claim 10 or 14.
The vehicle door structure described above is characterized in that the honeycomb material is set between the door inner panel and the waist inner reinforcement.

According to a sixteenth aspect of the present invention, there is provided a vehicle door structure according to any one of the first to fifteenth aspects, wherein the door is a front side seat side door of the vehicle.

[0030]

According to the first aspect of the present invention, the door inner panel is provided with a notch at least at a portion of the door waist portion facing a side portion of an occupant seated on a seat, and the door inner panel is formed by a member separate from the door inner panel. A waist inner reinforcement formed with a plate material having a first bead formed along the vehicle front-rear direction so as to cover the notch, and having a second bead parallel to the first bead of the plate material. Since the door inner panel is joined to the vehicle outer surface of the door waist portion so as to form a closed cross section, the plate material maintains or reinforces the strength of the door waist portion in the vehicle front-rear direction. At the same time, since the strength of the plate material in the vehicle width direction is small, the member is easily crushed in the vehicle width direction, and when the occupant interferes with the door at the time of a collision, the plate material crushes to absorb the impact. , The reaction force from the door to the occupant can be reduced.
The plate material is a member different from the door inner panel,
Since it can be molded and arranged separately from the door inner panel, it does not hinder the molding of the door inner panel. For example, even when the plate material is processed to reduce the strength in the left-right direction of the vehicle, the plate material side can be processed in a state where it is separated from the door inner panel side, so there is a dimensional effect on the door inner panel side that constitutes the door. It is possible to avoid reaching. Further, since the plate material has a large strength in the vehicle front-rear direction, a part of the collision load can be transmitted to the rear of the vehicle body via the door waist portion and dispersed in the vehicle front collision.

According to a second aspect of the present invention, a recess is provided in the door inner panel at a portion of the door waist portion facing at least a side portion of an occupant seated on a seat, and the recess is provided as a member separate from the door inner panel. A waist inner reinforcement is also provided in which a plate material having a first bead formed along the vehicle front-rear direction is provided so as to cover the recess, and a second bead that is parallel to the first bead of the plate is formed. Since the door inner panel is joined to the vehicle outer surface of the door waist portion so as to form a closed cross section, the plate material maintains or reinforces the strength of the door waist portion in the vehicle front-rear direction. At the same time, since the strength of the plate material in the vehicle width direction is small, the member is easily crushed in the vehicle width direction, and when the occupant interferes with the door at the time of a collision, the plate material crushes to absorb the impact. ,
The reaction force from the door to the occupant can be reduced. Further, since the plate member is a member different from the door inner panel and can be molded and arranged separately from the door inner panel, it does not hinder the molding of the door inner panel. For example, even when the plate material is processed to reduce the strength in the left-right direction of the vehicle, the plate material side can be processed in a state where it is separated from the door inner panel side, so there is a dimensional effect on the door inner panel side that constitutes the door. It is possible to avoid reaching. Further, since the plate material has a large strength in the vehicle front-rear direction, a part of the collision load can be transmitted to the rear of the vehicle body via the door waist portion and dispersed in the vehicle front collision.

[0032] In the invention of claim 3, wherein the plate member includes a lateral plate portion, the to lateral plate portion first bead above, or because they are projected under the vehicle width of the horizontal plate portion The buckling strength in the direction decreases due to the existence of the beads, and the strength in the vehicle left-right direction decreases.

[0033]

[0034]

According to the invention of claim 4 , since the bead of the plate material is partially provided in the central portion in the vehicle front-rear direction, the strength in the front-rear direction and the strength in the left-right direction can be increased by changing the length of the bead. The height can be adjusted appropriately. in this case,
You may distribute several beads of suitable length.

According to the fifth aspect of the present invention, since the beads are continuously formed over the entire area of the plate material in the front-rear direction, the ratio of the strength in the front-rear direction and the strength in the left-right direction can be set large.

According to the sixth aspect of the invention, the roll-formed product is used.
Since the plate material is configured, the shape and position of the bead can be set arbitrarily.

According to the seventh aspect of the invention, since the edge portion of the plate material is welded to the edge portion of the notch or the recess, the joint portion between the plate material and the door inner panel can be processed as a continuous single plate.

In the invention of claim 8, since the plate material is previously welded to the door inner panel and the door inner panel is press-molded, the plate material is processed to reduce the strength before the door inner panel is molded. If applied, the dimensions of the molded door inner panel will not be affected much by the processing of the strength-reduced portion.

[0040] In the present invention of claim 9, the strength of the plate is lower than the strength of the door inner panel, the plate material is more likely to collapse in the vehicle width direction.

In the tenth aspect of the present invention, the honeycomb material significantly increases the strength in the vehicle front-rear direction without significantly increasing the strength in the vehicle left-right direction.

[0042]

[0043]

[0044]

[0045]

[0046] In the present invention of claim 11, plate material, the along the vehicle longitudinal direction together with the plate thickness smaller material strength than the lower plate or the door inner panel than the door inner panel is constituted by at least one thin plate member One bead
Install the formed plate so as to cover the cutout or recess.
And a second bead parallel to the first bead of the plate.
West Inner reinforcement with deformed
Of the door inner panel to form a closed cross section.
Since it is joined to the outside surface of the vehicle in the awaste portion , the strength of the member is lower than that of the door inner panel, and the member is easily crushed. Therefore, it is possible to locally reduce the strength of only the necessary parts without reducing the strength of the entire door inner panel by reducing the plate thickness or the material strength. The strength of the part is not significantly reduced. Further, since the door inner panel is provided with a notch or a recess and a plate material having a strength lower than the strength of the door inner panel is provided so as to cover the notch or the recess, the portion provided with the notch or the recess has a strength at an early stage at the time of collision. The load from the occupant is received only by the low plate material , and the plate material is crushed by this, so that the impact due to the interference of the occupant can be absorbed.

According to the twelfth aspect of the present invention, since the edge of the plate material is welded to the edge of the notch or the recess, the joint between the member and the door inner panel can be processed like a continuous plate.

According to the thirteenth aspect of the present invention, since the plate material is previously welded to the door inner panel and the door inner panel is press-molded, the dimensions of the formed door inner panel are not significantly affected by welding.

According to the fourteenth aspect of the present invention, since the honeycomb material is arranged on the back side of the plate material , the honeycomb material does not significantly increase the strength in the vehicle left-right direction, but increases the strength in the vehicle front-rear direction.

According to the fifteenth aspect of the invention, since the waist inner reinforcement is joined to the door waist portion and the door waist portion is configured to have a closed cross section to set the honeycomb material, the vehicle front and rear direction of the door waist portion is set. And the strength in the vehicle width direction can be made relatively small.

According to the sixteenth aspect of the invention, the door in the front row seat is
Since the plate material is provided, the door waist portion transmits a part of the collision load to the rear of the vehicle body against the collision load at the time of a vehicle frontal collision, and the collision load is dispersed to the entire vehicle body through the center pillar and the like, and Suppress crush. At the same time, since the shock absorbing action when the door and the occupant interfere with each other in the vehicle width direction is high, it is possible to safely protect the occupant in the front seat.

[0052]

Embodiments of the present invention will be described below with reference to the drawings.

[First Embodiment] FIGS. 1 to 5 show a first embodiment of the present invention.
An example is shown.

This embodiment is applied to the side door of the front row seat of the automobile (the side door on the left side in the vehicle traveling direction is shown). 1 is a perspective view of the outer shape of the door 30 (trims and the like are not shown) as seen from the inside of the vehicle, FIG.
FIG. 4 is a cross-sectional view of a general part of a door waist part 32 of the door 30 (a cross-sectional view taken along the line II-II other than a part where a shock absorbing plate 100 described later is provided).

The door 30 is a door inner panel 4 inside the vehicle.
0 and the door outer panel 70 on the vehicle outer side, and at the door waist portion 32 having a height corresponding to the shoulders and arms of the occupant, the waist inner reinforcement 50 is joined to the vehicle outer surface of the door inner panel 40. The waist outer reinforcement 80 is joined to the vehicle inner surface of the door outer panel 70, whereby the door waist portion 41 on the door inner panel 40 side and the door waist portion 71 on the door outer panel 70 side have a closed cross-section shape (box shape). By being formed in a cross-sectional shape, not only the strength in the vehicle left-right direction but also the strength in the vehicle front-rear direction is increased.

A more specific description will be given with reference to FIG.

The upper end portion (the position corresponding to the lower end edge of the window) of the base plate portion 40a of the door inner panel 40 is bent outward toward the outside of the vehicle, and the upper plate portion 4 whose plate surface is oriented substantially vertically.
0b, the tip of which is further bent upward to form a flange portion 40c. The waist inner reinforcement 50 is formed by bending into an L-shaped cross section, and the upper end portion 50a extending upward is aligned with the flange portion 40c at the upper end of the door inner panel 40 and spot welded. There is. Further, the tip of the lateral plate portion 50b on the lower end side that is bent toward the inside of the vehicle is bent downward along the substrate portion 40a of the door inner panel 40 to form a flange portion 50c.
However, it is spot welded to the back surface of the door inner panel 40. And thereby, the door waist part 41 by the side of the door inner panel 40 is formed in the rectangular closed cross-sectional shape.

The board portion 70 of the door outer panel 70
The upper end of a is curved toward the inside of the vehicle to form a curved portion 70b, and the tip thereof is further bent upward to form a substantially vertical flange portion 70c. The waist outer reinforcement 80 is bent in an L-shaped cross section, and an upper end portion 80a extending substantially vertically upward is aligned with a flange portion 70c at the upper end of the door outer panel 70 to perform spot welding. Has been done. Further, the tip of the lateral plate portion 80b on the lower end side that is bent to the outside of the vehicle is a flange portion 80c by being bent downward along the base plate portion 70a of the door outer panel 70, and the flange portion 8c.
0c is aligned with the vehicle outer surface (back surface) of the door outer panel 70 and spot welded. As a result, the door waist portion 71 on the door outer panel 70 side is also formed to have a closed cross-sectional shape.

Then, as shown in FIG. 1, the door inner portion of the door inner panel 40 side, which is formed to have a closed cross-sectional shape and has increased strength, faces the side portion of the passenger, as shown in FIG. A shock absorbing plate (member) 100 configured by a member different from the panel 40 is provided.

FIG. 3 is an enlarged view of part III of FIG. 1, FIG.
5A is a sectional view taken along the line IV-IV in FIG. 3, and FIG. 5 is an exploded perspective view of the same portion as FIG.

At the portion where the shock absorbing plate 100 is joined, the lower door inner panel 40 is cut out in a substantially rectangular shape. The notch 42 is formed to be slightly smaller than the shock absorbing plate 100, and extends from the upper edge of the flange portion 40c of the door inner panel 40 to the upper plate portion 40b of the door inner panel 40 and the waist inner reinforcement of the substrate portion 40a. It is formed with a predetermined width (dimension in the vehicle front-rear direction) over the range up to the upper side of the flange portion 50c of 50.

As a result, a hole is opened in the door waist portion 41 on the door inner panel 40 side, and the shock absorbing plate 100 is joined from the vehicle interior side so as to close the hole (notch 42). .

As shown in FIG. 3, the shock absorbing plate 100 is formed in a substantially L-shaped cross-sectional shape along a corner portion which is a crossing portion between the base plate portion 40a and the upper plate portion 40b of the door inner panel 40. There is. That is, by pressing one metal strip, the vertical plate portion 100a along the board portion 40a on the door inner panel 40 side and the horizontal plate portion 100b along the upper plate portion 40b on the door inner panel 40 side. And are formed.
In addition, the flange portion 1 along the flange portion 40c on the door inner panel 40 side is provided at the vehicle outer side end portion of the lateral plate portion 100b.
00c is formed upright.

In this case, the flange portion 100c of the shock absorbing plate 100 is provided with a step portion 100d. As a result, the step 42p between the flange 40c on the door inner panel 40 side and the upper end 50a on the waist inner reinforcement 50 side is absorbed, and the flange portion 100c on the impact absorbing plate 100 side is arranged on the door inner panel 40 side. The flange 40c and the upper end 50a on the waist inner reinforcement 50 side exposed by the notch 42 are brought into contact with each other without a gap.

Then, the lateral plate portion 1 of the shock absorbing plate 100
A bead 101 extending in the vehicle front-rear direction is formed at 00b in the center of the vehicle width direction.
When viewed from the outside, the bead 101 is formed as a recess having a semicircular cross section and protrudes downward as shown in FIG. 4 (a), and has a predetermined length at the center of the shock absorbing plate 100 in the vehicle front-rear direction. Is formed in. Also, this shock absorbing plate 10
A bead 51 having a semicircular cross section with an upward projecting shape is formed in parallel with the bead 101 on the impact absorbing plate 100 side also on the lateral plate portion 50b on the waist inner reinforcement 50 side corresponding to the portion where 0 is joined. Has been done.

Notch 42 formed in the door inner panel 40
As shown in FIG. 4 (a), as described above, it extends to the upper side of the portion where the flange portion 50 c of the waist inner reinforcement 50 is joined as described above, and the lower end 100 d of the shock absorbing plate 100 and the waist inner reinforcement 50.
With the flange portion 50c, the door inner panel 40 is spot-welded at the peripheral edge of the notch 42.

Further, the flange portion 10 of the shock absorbing plate 100
The outer ends of the two steps 100d, 100d are spot-welded with the flanges 40c of the door inner panel 40 by spot welding.
The portion between d is spot-welded in alignment with the flange portion 50c of the waist inner reinforcement 50 exposed from the notch 42. Also, the shock absorbing plate 10
Both side edge portions of 0 are aligned with the side edge portions of the cutout 42 of the door inner panel 40 and spot-welded. As a result, the impact absorbing plate 100 on which the bead 101 is formed completely closes the notch 42 and serves as a plate before the notch 42 is formed.

In the example shown in FIG. 4A, the notch 42
The shock absorbing plate 100 is arranged on the outer side (inside the vehicle), that is, on the front surface side of the door inner panel 40. However, as shown in FIG. 4B, the inside of the notch 42 (outside the vehicle), that is, on the door inner panel 40. The shock absorbing plate 100 may be arranged on the back surface side. In this case, the lower end of the shock absorbing plate 100 has the door inner panel 40 and the waist inner reinforcement 5
It is sandwiched between the flange portion 50c of 0. Although not shown, the step between the shock absorbing plate 100 and the waist inner reinforcement 50, which is generated by sandwiching the shock absorbing plate 100, has the above stepped portion 100d on the side of the door inner panel 40 or the waist inner rain. It is formed by forming it on the side of the reinforcement 50 so that it is absorbed. Further, in the above embodiment, the protruding direction of the bead 101 is upward, but it may be downward.

Next, the operation will be described.

The impact absorbing plate 100 has a bead 101 extending in the front-rear direction of the vehicle formed on the upper plate portion 100b, so that the strength in the front-rear direction of the vehicle is high and the strength in the left-right direction of the vehicle is low. Therefore, it is easy for the bead 101 to be crushed in the vehicle left-right direction, that is, the vehicle width direction. In particular, the bead 101 on the upper plate portion 100b facilitates buckling of the upper plate portion 100b in the vehicle width direction.

Therefore, the strength of the vehicle in the front-rear direction, which is reduced by the provision of the notch 42, is supplemented by the impact absorbing plate 100 with the bead 101 having the increased strength in the front-rear direction.
Maintains or reinforces strength. Therefore, as will be described later, at the time of a vehicle frontal collision, a part of the collision load can be transmitted to the vehicle rearward via the door waist portion 41 and can be dispersed to the entire vehicle body via the center pillar or the like. At the same time, since the shock absorbing plate 100 is likely to be crushed in the vehicle width direction, the side portion (shoulder or arm) of the occupant interferes with the door 30 during a vehicle collision (mainly during a side collision) (particularly the shock absorbing plate). When the impact absorbing plate 100 is crushed by the bead 101 when it interferes with 100, the impact can be absorbed and the reaction force from the door 30 to the occupant can be reduced.

In this case, in the portion provided with the notch 42, the load from the occupant is received only by the shock absorbing plate 100 in the initial stage of the collision. Therefore, the load from the occupant can be received with low strength in the left-right direction of the shock absorbing plate 100. Also, the door inner panel 4 has a strong impact.
Even when it is crushed to 0, the door inner panel 40 is easily deformed due to the presence of the notch 42. Therefore, the reaction force against the occupant is small and a high shock absorbing action is exhibited.

In terms of workability, since the impact absorbing plate 100 with the beads 101 is made of a member different from the door inner panel 40, the impact absorbing plate 100 and the door inner panel 40 are separately press-molded. On the shock absorbing plate 10
0 can be welded to the door inner panel 40 or the waist inner reinforcement 50. Therefore, the influence of the molding of the shock absorbing plate 100 does not appear during the molding of the door inner panel 40, and the workability is improved.

Further, since the strength of the shock absorbing plate 100 in the front-rear direction of the vehicle and the strength in the left-right direction of the vehicle can be freely adjusted only by forming the bead 101, the processing is easy and the adjustment range is wide. For example, by adjusting the length of the bead 101, the strength in the front-rear direction and the strength in the left-right direction can be adjusted, and also the strength can be adjusted by changing the number of formed beads 101, the width, and the like. Further, the performance of strength of the bead 101 does not change whether the bead 101 is directed upward or downward, and the bead 101 may be selected according to the processing condition, appearance, etc. of the door waist portion 41.

Further, since the shock absorbing plate 100 is made of a member different from the door inner panel 40, the material and the plate thickness can be easily made different from those of the door inner panel 40.

[Effectiveness of Door Structure of Embodiment] FIG. 6 is an explanatory diagram of input of an impact load when a vehicle collides frontally. In the figure, 500 is a vehicle, 501 is a hood ridge, and 502.
Is a front side member, 503 is a front wheel, 5
04 is a side sill.

The collision load to the side of the vehicle at the time of a frontal collision is mainly input from the hood ridge 501 to the portion A in the figure and from the front side member 502 and the wheel 503 to the portion B in the figure. Is an input. At this time, when it is desired to reduce the amount of side deformation of the vehicle, it is effective to receive the inputs of the A section and the B section by members extending in the vehicle front-rear direction and by the axial force.

Now, the side sill 504 plays this role for the B section, but it is considered that the waist section of the door should play the A section. Therefore, it can be said that it is effective to strengthen the door waist portion and increase the reaction force against the input at the time of frontal collision.

For example, when the relationship between the front-rear direction reaction force of the door waist portion with respect to the vehicle front-rear direction collapse amount S of the door waist portion is examined and examined, it can be seen whether the door waist portion is made rigid or not. The characteristic difference shown in FIG.

However, if, for example, simply increasing the thickness of the door panel is adopted as a measure for strengthening the door waist, the strength of the door waist in the vehicle left-right direction is also increased, so that the door and the occupant are liable to side collision. The reaction force generated when the vehicle interferes with each other also increases, and the impact on the occupant may increase.

FIG. 8 shows the relationship between the amount of interference S between the occupant and the door and the reaction force F in the vehicle lateral direction acting on the door waist. As can be seen from this figure, when the door waist portion is made stronger by increasing the plate thickness, the reaction force from the door to the occupant in the vehicle left-right direction increases.

Therefore, as in the above-described embodiment of the present invention, the impact absorbing plate 100 is set at the door waist portion so that the strength in the vehicle left-right direction is set lower than the strength in the vehicle front-rear direction. In this case, the door waist portion 41 has a strong structure in the front-rear direction, but is easily crushed in the vehicle width direction. Therefore, as shown in FIG. 9, the reaction force against the occupant at the time of side collision is reduced.

As described above, by adopting the door structure of the embodiment, the door effectively exerts the proof strength against the impact at the time of the frontal collision of the vehicle, and exerts the impact mitigating effect on the entire vehicle. Further, since the strength of this door in the vehicle front-rear direction is high, the collapse of the front seat is suppressed during a frontal collision. At the same time, the occupant can be safely protected because the shock absorbing action is high when the occupant interferes with the door during a side collision. Therefore, it is possible to improve the safety during a collision while improving the productivity.

[Second Embodiment] FIGS. 10 to 12 show a second embodiment of the present invention.

In this embodiment, a recess 43 is formed at a predetermined position of the door inner panel 40 instead of the notch 42 of the above embodiment, and a shock absorbing plate 100 as a member is joined so as to cover the recess 43. There is.

The recess 43 in this case is a rectangular parallelepiped formed in the same position as the notch 42 (see FIG. 3) of the first embodiment and having substantially the same size, and is formed in the base plate portion 40a of the door inner panel 40. It is formed by concavely deforming the portion from the upper portion to the upper plate portion 40b from the surface side. The concave portion 43 is open from the side surface to the upper surface on the inside of the vehicle, the bottom surface 43a is formed of a slope inclined downward to the inside of the vehicle, and both side surfaces 43b and 43b intersect at an angle slightly inclined from the vertical toward the bottom surface 43a. It is composed of slopes.

The shock absorbing plate 100 has the stepped portion 100.
In a state in which the flange portion 100c formed flat without d (see FIG. 3) is aligned with the continuous flange portion 40c of the door inner panel 40 (the flange portion 40c is continuous because there is no notch 42), Same flange 40c
Spot welding is performed on the upper plate portion 40b and the substrate portion 40a. The other points are the same as those of the first embodiment.

In the door structure of this embodiment, similarly to the case where the notch 42 (see FIG. 3) is provided, in the portion where the recess 43 is provided, the load from the occupant is applied only by the impact absorbing plate 100 in the initial stage of the collision. Will be received. Therefore, when the load from the occupant is received with a low lateral strength of the shock absorbing plate 100, the shock absorbing action is further enhanced.

However, since the concave portion 43 is formed by concavely deforming the surface of the door inner panel 40, unlike the notch 42 of the first embodiment, the strength reduction in the vehicle front-rear direction around the concave portion 43 is notched. It can be kept small compared with the case of 42. Therefore, while maintaining the strength of the door inner panel 40 high, it is possible to obtain a large shock absorbing effect on the occupant.

[Third Embodiment] FIGS. 13 and 14 show a third embodiment of the present invention.

In this embodiment, instead of the shock absorbing plate 100 of the first embodiment, the shock absorbing plate 1 as a member having a bead 121 which is continuous over the entire front-rear direction of the vehicle.
20 so as to cover the notch 42 and the door waist portion 41
Is joined to. In this case, the bead 121 is designed to avoid interference with the upper plate portion 40b of the door inner panel 40.
It is formed in a shape protruding upward.

In the door structure of this embodiment, the bead 121
Is the entire front-rear direction of the shock absorbing plate 120, the ratio of the strength in the front-rear direction of the vehicle to the strength in the left-right direction of the vehicle
The strength can be set larger than that of the embodiment, and the strength in the vehicle left-right direction can be significantly reduced while maintaining or reinforcing the strength in the vehicle front-rear direction, and the vehicle is more likely to be crushed in the vehicle width direction. Therefore, the impact due to the occupant's interference at the time of collision can be efficiently absorbed, and the reaction force to the occupant can be further reduced.

[Fourth Embodiment] FIGS. 15 and 16 show a fourth embodiment of the present invention.

In this embodiment, instead of the shock absorbing plate 100 of the second embodiment, the shock absorbing plate 1 as a member having a bead 121 which is continuous over the entire front-rear direction of the vehicle.
20 so that the recessed portion 43 may be covered with the door waist portion 41.
Stuck to. In this case, the bead 121 is formed in a shape protruding upward in order to avoid interference with the upper plate portion 40b of the door inner panel 40.

The door structure of this embodiment has the effects of both the second and third embodiments.

[Other Examples] In the above first to fourth embodiments, the thickness of the shock absorbing plates 100, 110, 120 is set smaller than that of the door inner panel 40, or the shock absorbing plate 100 is set. , 110, 120 may be set to have a material strength lower than that of the door inner panel 40.

In that case, the shock absorbing plates 100, 110,
Since the strength of the material itself of 120 is lower than that of the door inner panel 40, the shock absorbing plates 100, 110,
120 becomes easier to be crushed in the vehicle width direction. Therefore, the impact absorbing plates 100, 110, 1 can be manufactured without reducing the plate thickness of the door inner panel 40 itself or reducing the strength thereof.
The strength of the portion provided with 20 can be locally reduced, and the reaction force acting on the occupant can be reduced. Therefore, the strength of the door inner panel 40 is not reduced, and the rigidity of the entire door and the rigidity of various component mounting portions are not reduced.

The impact absorbing plate 10 having reduced strength in this way
When 0, 110, 120 is attached to the notch 42 or the recess 43, the strength of the portion in the vehicle width direction can be locally reduced, so that the impact absorbing plates 100, 110,
Even if the beads 101 and 121 are not provided on the 120, the effect of reducing the reaction force acting on the occupant can be obtained. However, it is desirable to provide the beads 101 and 121 in order to more significantly reduce the reaction force to the occupant and to increase the strength in the front-rear direction.

In the first to fourth embodiments, the shock absorbing plates 100, 110 and 120 are installed in the door inner panel 40.
The notch 42 or the recess 43 formed on the
Although the case where the impact absorbing plates 100, 110 and 120 are sandwiched on the back side of 2 is shown, the peripheral edge portions (side edge portion and lower edge portion) of the shock absorbing plates 100, 110 and 120 are set to fit in the notches 42 and the edge portions of the recess 43. It is also possible to cut and fit the peripheral edge portions of the shock absorbing plates 100, 110, 120 into the edge portions of the notch 42 or the recess 43, and butt weld the edge portions to each other.

In such a case, the shock absorbing plates 100, 11
Since the joint between 0 and 120 and the door inner panel 40 can be processed like one continuous plate, a surface with few steps can be formed. Therefore, even if the material and the plate thickness are different in the middle of the process, the change is not apparent, and no special consideration is required when mounting the trim.

[Fifth Embodiment] FIGS. 17 and 18A show a fifth embodiment of the present invention.

In this embodiment, the size of the notch 42 formed in the door inner panel 40 makes the impact absorbing plate 1 as a member.
40 is cut and the peripheral edge of the shock absorbing plate 140 is cut out 42
Are fitted into the edge portions of, and the edge portions are butted against each other and welded, for example, laser welded. Shock absorbing plate 140 in this case
Is thinner than the door inner panel 40,
The other structure is similar to that of the first embodiment.

The function and effect of this structure are almost the same as those of the first embodiment, and the effect of reducing the plate thickness is added.

In the example shown in FIG. 18A, the lower end position of the notch 42 of the door inner panel 40 is set to the flange portion 50c of the lower end of the waist inner reinforcement 50.
18 shows the case where it is above the joining position of FIG.
As shown in (b), the lower end position of the notch 42 is set lower than the position of the flange portion 50c of the waist inner reinforcement 50, and the flange portion 50c is the back surface of the vertical plate portion 100a of the shock absorbing plate 140. May be joined to.

In order to obtain a structure in which the impact absorbing plate 140 is fitted into the notch 42 and welded in this way, after the door inner panel 40 is press-molded, the pre-formed impact absorbing plate 140 is fitted into the notch 42. Although the manufacturing method of welding may be adopted, as shown in FIG. 19, a plate material 140A corresponding to the shock absorbing plate 140 is previously fitted into the notch 42A in the material 40A before pressing of the door inner panel 40 and welded, Then, the material 40A may be press-molded to manufacture the door inner panel 40.

In this case, if necessary due to the press-type relationship,
It is preferable to previously form the beads 101 on a plate material 140A corresponding to the shock absorbing plate 140. Bead 101
When the plate thickness of the shock absorbing plate 140 is smaller than that of the door inner panel 40, it is not always necessary to provide it as described above. Further, the bead 101 may be projected in any direction.

When the impact absorbing plate 140 is processed (bead) for reducing the strength before the door inner panel 40 is molded, the size of the molded door inner panel 40 is adversely affected by the processing of the bead 101. Does not occur so much, the dimensional accuracy and the like of the molded door inner panel 40 can be improved, and the workability can be improved.

[Sixth Embodiment] FIG. 20 shows a sixth embodiment of the present invention.

In this embodiment, instead of the shock absorbing plate 120 (see FIG. 13) made of the press-formed product of the third embodiment, a shock absorbing plate as a member made of a roll-formed product is used. The impact absorbing plate which is a roll-formed product has substantially the same structure as the impact absorbing plate 120 (FIG. 13) of the third embodiment, and includes a vertical plate portion 100a, a horizontal plate portion 100b and a flange portion 100c. and a bead on the plate portion 100b. This cross-sectional shape is obtained by roll forming.

[0110]

[0111]

[0112] In the case of using this way to the roll shaped article as a shock-absorbing plate, the cost is cheaper, of course, forming a bead, the shape and position variegated than when press molding It is possible to exert an advantage in terms of adjusting the strength.

[0113]

[0114]

In the shock absorbing plate 170 shown in FIG. 20, the bead 171 is formed in an upward U-shaped inverted U-shaped cross section, and the horizontal plate portions 100b on both sides of the bead 171 in the width direction are stepped. There is.

[0116] The shape of the rich bead to changes in the species, since in the case of roll-molded article obtained very simply, if you want to put out the difference between the strength in the lateral direction and the longitudinal direction of the intensity vehicle is particularly effective .

[0117] Seventh Embodiment FIG. 21, FIG. 2. 2 shows a seventh embodiment of the present invention.

[0118] Figure 2 1 is an exploded perspective view of the door structure of this embodiment, FIG. 2. 2 is a fragmentary cross-sectional view of FIG 1. In this embodiment, the honeycomb material 300 is loaded in the recess 43 of the second embodiment. The other points are the same as those of the second embodiment.

This honeycomb material 300 has a shape in which hexagonal cylinders 301 each composed of a thin metal partition wall are aligned and aligned in an axial direction without a large number of gaps and integrated (the manufacturing method is not limited). With the attitude of
It is loaded in the recess 43 on the back side of the shock absorbing plate 100. Then, the front end and the rear end of the honeycomb material 300 are brought into contact with both side surfaces 43b, 43b of the recess 43.

Such a honeycomb material 300 itself has high strength in the axial direction and low strength in the direction orthogonal to the axial direction. Therefore, by loading the honeycomb member 300 into the recess 43, the portion of the door waist portion 41 corresponding to the side portion of the occupant does not have to be increased in the vehicle width direction, but only the strength in the vehicle front-rear direction is increased. can do. That is, when the occupant and the door interfere with each other, a reaction force is generated between the door waist portion 41 and the occupant, but the honeycomb material 300 has almost no influence and the reaction force acting on the occupant is increased. There is no. On the other hand, the strength in the front-rear direction of the vehicle is remarkably increased.

In this case, the bead 1 on the impact absorbing plate 100 side
The protruding direction of 01 may be upward or downward, and the honeycomb material 300 may be shaped accordingly.

The same effect can be obtained without the bead 101. That is, the honeycomb material 300 significantly increases the strength in the vehicle front-rear direction without significantly increasing the strength in the vehicle left-right direction. Therefore, by increasing the strength in the vehicle front-rear direction, it is possible to increase the front-rear load transfer force of the door portion at the time of a frontal collision, and the honeycomb material 300 does not contribute so much to the strength increase in the vehicle left-right direction. The shock absorbing action can be achieved when the two interfere with each other.

[0123]

[0124]

[0125]

[0126]

[0127]

[0128]

[0129]

[0130]

[0131]

[0132]

[0133]

[0134]

[0135]

[0136]

[0137]

[0138]

[0139]

[0140]

[0141]

[0142]

[0143]

[0144]

[0145]

[0146]

[0147]

[0148]

When the door structure of the above-mentioned embodiment is adopted for the side door of the front row seat of the vehicle, the above-mentioned effects are very effectively exhibited. However, the effect is not limited to the front row seat door. It can also be applied to the door on the rear seat side.

[0150]

Further, in the above-mentioned embodiments, the case of providing only one bead is shown, but the number of beads may be plural.

[0152]

As described above, according to the first aspect of the present invention, at least the seat of the waist portion of the door is seated.
Cut the door inner panel at the part facing the side of the occupant.
The door inner panel is constructed by a member separate from the door inner panel.
Is formed and forms a first bead along the vehicle longitudinal direction
And a plate that covers the cutout, and
A second bead formed parallel to the first bead of wood
Est inner reinforcement, forming a closed cross section
The door inner panel at the door waist
Since it is joined to the outside surface of the vehicle, the strength in the front-rear direction of the vehicle against frontal collision can be maintained or reinforced, while the impact due to the occupant's interference during a side collision can be absorbed, reducing the reaction force from the door to the occupant. Can be made. In particular,
The strength of the plate itself to be separately provided, so is set smaller in the lateral direction than the front-rear direction, it is possible to perform the molding of the molding and the door inner panel of plate material separately, plate <br/> of It is possible to avoid as much as possible the influence of molding from appearing during molding of the door inner panel. Therefore, it is possible to obtain a shock absorbing effect on the occupant without deteriorating the workability of the door inner panel.

According to the invention of claim 2, the door waist portion
At least the part facing the side of the occupant seated on the seat
Minutes to form a recess in the door inner panel,
The front panel and the front panel
The plate member on which the first bead along the direction is formed
Provided to cover and parallel to the first bead of the plate
Inner info with a nice second bead
The door inner so as to form a closed cross section.
Joined to the outside surface of the panel at the door waist
Therefore, the strength in the vehicle front-rear direction against a frontal collision is maintained.
While strengthening or reinforcing, it is possible to reduce the impact of occupant interference during a side collision.
It can absorb and reduce the reaction force from the door to the occupant.
Can be lowered. Especially for the plate material itself
Set the strength so that it is smaller in the left-right direction than in the front-back direction.
Since it has been set, the molding of the plate material and the molding of the door inner panel
Can be performed separately, and the effects of forming the plate material
Avoid as much as possible when molding the inner panel
You can Therefore, the workability of the door inner panel is impaired.
Can provide a shock absorbing effect on the occupant without
It

[0154] According to the invention of claim 3, since the first bead transverse plate portion of the plate material, the buckling strength in the vehicle width direction of the horizontal plate portion is reduced, the strength of the vehicle width direction is reduced In the crushing process of the lateral plate portion, it is possible to efficiently absorb the impact due to the interference of the occupant.

[0155]

[0156]

According to the invention of claim 4 , since the bead of the plate material is partially provided, by appropriately changing the length thereof,
The strength of the vehicle in the front-rear direction and the strength of the left-right direction can be easily adjusted.

According to the fifth aspect of the invention, since the ratio of the strength in the front-rear direction and the ratio in the left-right direction of the plate material can be set to be large, the strength in the front-rear direction can be maintained or reinforced while the strength in the left-right direction can be significantly reduced. You can Therefore, the impact due to the occupant's interference at the time of collision can be efficiently absorbed, and the reaction force to the occupant can be further reduced.

According to the invention of claim 6 , the roll-formed product is
Since it was used as a plate material , there is no need to press-mold the beads afterwards, and the molded material can be used as is,
Cost reduction can be achieved. Further, the shape and position of the bead can be arbitrarily set (shape and position which cannot be obtained by press molding) at the molding stage, and a more effective shock absorbing action can be realized.

According to the invention of claim 7 , the joint portion between the plate material and the door inner panel can be processed into one continuous plate, and a surface with few steps can be formed. Therefore, even if the material and the plate thickness are different in the middle of the process, the change is not apparent, and no special consideration is required when mounting the trim.

According to the invention of claim 8 , since the plate material is welded to the door inner panel in advance and the door inner panel is press-molded, the dimensional accuracy and the like of the molded door inner panel can be enhanced, It is possible to improve the sex.

According to the ninth aspect of the present invention, since the plate member is more easily crushed in the vehicle width direction, the shock absorbing action when the occupant interferes with the door is further enhanced, and the reaction force from the door to the occupant is further reduced. be able to.

According to the tenth aspect of the invention, since the honeycomb material whose axial direction is oriented in the vehicle front-rear direction is arranged on the back side of the plate material, the strength in the vehicle front-rear direction can be significantly increased. Therefore, by increasing the strength in the vehicle front-rear direction, it is possible to increase the front-rear direction reaction force of the door portion at the time of a frontal collision. Further, since the honeycomb material does not contribute so much to the strength increase in the lateral direction of the vehicle, the impact absorbing action of the plate material when the side portion of the occupant interferes can be expected almost as it is.

[0164]

[0165]

[0166]

[0167]

According to the invention of claim 11 , the strength of the interference portion of the occupant can be locally reduced while suppressing the strength reduction of the entire door. It can be absorbed by being crushed, and the reaction force from the door to the occupant can be reduced.

According to the twelfth aspect of the present invention, the joint portion between the plate material and the door inner panel can be processed into one continuous plate, and a surface with few steps can be formed.
Therefore, even if the material and the plate thickness are different in the middle of the process, the change is not apparent, and no special consideration is required when mounting the trim.

According to the thirteenth aspect of the present invention, since the door inner panel is press-molded after the plate material having lower strength than the door inner panel is welded, the influence of welding distortion or the like is less likely to occur during the molding, and the manufacturing accuracy is improved. And productivity can be improved.

According to the invention of claim 14 , the honeycomb material is
By arranging it on the back side of the plate material , the strength in the vehicle front-rear direction can be significantly increased. Therefore, by increasing the strength in the vehicle front-rear direction, it is possible to increase the front-rear direction reaction force of the door portion at the time of a frontal collision. Further, since the honeycomb material does not contribute so much to the strength increase in the vehicle left-right direction, the impact absorbing action of the plate material when the side portion of the occupant interferes can be expected almost as it is.

According to the fifteenth aspect of the present invention, the presence of the waist inner reinforcement makes it possible to remarkably increase the strength of the door waist portion in the vehicle front-rear direction. The strength in the direction and the strength in the lateral direction of the vehicle can be freely adjusted by the plate material .

According to the sixteenth aspect of the present invention, the front door can absorb the impact at the time of a vehicle frontal collision and suppress the crushing of the front seat, so that the safety of the vehicle is enhanced.

[Brief description of drawings]

FIG. 1 is a perspective view of a door structure of a first embodiment of the present invention viewed from the inside of a vehicle.

FIG. 2 is a sectional view taken along the line II-II of FIG.

FIG. 3 is an enlarged view of a part III in FIG.

4A is a sectional view taken along the line IV-IV in FIG. 3, and FIG.
[FIG. 11] is a sectional view showing a modification thereof.

5 is an exploded perspective view of the door structure shown in FIG.

FIG. 6 is a diagram presented to explain the usefulness of the present invention, and is an explanatory diagram of a portion that mainly absorbs a shock when the vehicle has a frontal collision.

FIG. 7 is a diagram presented to explain the usefulness of the present invention, and is a characteristic diagram showing a relationship between a front-rear direction crush amount of a door waist portion of a vehicle and a front-rear direction reaction force.

FIG. 8 is a diagram presented to explain the usefulness of the present invention, and is a characteristic diagram showing the relationship between the amount of interference between the occupant and the door and the lateral reaction force of the door waist during a collision.

FIG. 9 is a characteristic diagram showing the same relationship as in FIG. 33, which is used for explaining the effect of reducing the lateral reaction force according to the present invention.

FIG. 10 is a perspective view of a main part of the second embodiment of the present invention viewed from the inside of the vehicle.

11 is a sectional view taken along the line XI-XI of FIG.

12 is an exploded perspective view of the door structure shown in FIG.

FIG. 13 is a perspective view of a main part of the third embodiment of the present invention viewed from the inside of the vehicle.

14 is a cross-sectional view taken along arrow XIV-XIV in FIG.

FIG. 15 is a perspective view of a main part of the fourth embodiment of the present invention viewed from the inside of the vehicle.

16 is a cross-sectional view taken along the line XVI-XVI of FIG.

FIG. 17 is a perspective view of a main part of the fifth embodiment of the present invention viewed from the inside of the vehicle.

18A is a cross-sectional view taken along arrow XVIII-XVIII in FIG. 17, and FIG. 18B is a cross-sectional view showing a modification thereof.

FIG. 19 is a plan view showing a state before press molding of the door inner panel in the fifth embodiment of the invention.

FIG. 20 is a sectional view showing a sixth embodiment of the present invention.

FIG. 21 is an exploded perspective view of a seventh embodiment of the present invention viewed from the inside of the vehicle.

22 is a sectional view of the XXV-XXV arrow portion of FIG. 21 in an assembled state.

FIG. 23 is a perspective view of an essential part seen from the inside of the vehicle, showing an example of a conventional door structure.

24 is a cross-sectional view taken along arrow XXXVI-XXXVI in FIG.

FIG. 25 is a cross-sectional view used for explaining a problem at the time of molding a door panel that constitutes a conventional door structure.

[Explanation of symbols]

30 Door 40 Door Inner Panel 41 Door Waist 42 Notch 43 Recess 50 Waist Inner Reinforcement 100, 110, 120, 130 Impact Absorbing Plate (Member) 140 , 170 Impact Absorbing Plate (Member, Roll Molded Product) 100a Horizontal Plate 101 , 121 , 171 Bead 300 Honeycomb material (member)

Claims (16)

(57) [Claims] 1. A consists of a door inner panel and the door outer panel, the door structure of the vehicle side with a door waist portion, said at a portion occupant side facing seated on at least the seat of the door waist door inner part Cutout on the panel
It is provided by a member separate from the door inner panel.
And a first bead is formed along the vehicle longitudinal direction.
A plate member that covers the notch, and
A waste formed with a second bead parallel to the first bead.
The inner reinforcement is used to form a closed cross section.
Car in the door waist of the door inner panel
A vehicle door structure characterized by being joined to the outer surface . 2. A door inner panel and a door outer panel
And a vehicle side door structure having a door waist
The occupant seated on at least the seat of the door waist
A recess in the door inner panel at the part facing the side of
It is provided by a member separate from the door inner panel.
And a first bead is formed along the vehicle longitudinal direction.
A plate material that covers the recess, and the plate material
With a second bead parallel to the first bead of
Forming a closed cross section of the reinforcement
As in the door waist of the door inner panel
A vehicle door structure characterized by being joined to the outer surface of the vehicle. 3. The vehicle door structure according to claim 1 , wherein the plate member has a horizontal plate portion, and the first bead is projected upward or downward on the horizontal plate portion. The vehicle door structure is characterized in that 4. A door structure for a vehicle according to claim 1, wherein the plate material, the said first bead to form a predetermined length in the middle portion in the vehicle longitudinal direction of the sheet material Vehicle door structure characterized by. 5. A door structure for a vehicle according to claim 1, wherein the plate member, said first bead, the feature that has been formed over the longitudinal direction the entire region of the plate member Vehicle door structure. 6. The vehicle door structure according to claim 5 , wherein the plate material is a roll-formed product obtained by roll-forming the beads. 7. A door structure for a vehicle according to claim 1, characterized in that the edge of the plate, was welded to the edge of the notch or recess formed in the door inner panel Vehicle door structure to be. 8. The vehicle door structure according to claim 1 , wherein the door inner panel is press-formed after welding an edge portion of the plate material to an edge portion of a notch formed in the door inner panel. A vehicle door structure characterized by: 9. A door structure of a vehicle according to claim 1, wherein the plate material, the material strength is lower plate than the door inner panel, or at least one of plate thickness is thin plate material A vehicle door structure characterized in that 10. A door structure for a vehicle according to any one of claims 1 to 9, on the back side of the plate, the longitudinal strength vehicle is set high honeycomb material than the strength of the vehicle width direction Vehicle door structure characterized by. 11. A door structure of a vehicle side portion having a door inner panel and a door outer panel and having a door waist portion, wherein a notch or a notch is formed in the door inner panel at a portion facing at least a side portion of an occupant of the door waist portion. a recess is provided, the vehicle front and rear with the plate thickness than the material strength is low plate or the door inner panel than the door inner panel is constituted by at least one thin plate member
The plate member on which the first bead along the direction is formed is attached to the cutout or
Is provided so as to cover the concave portion, and the first bead of the plate material is provided.
Waist inner with a second bead parallel to the
Reinforce the reinforcement to form a closed section.
On the outside surface of the door waist of the inner panel
Vehicle door structure characterized by being joined . 12. The vehicle door structure according to claim 11 , wherein an edge of the member is welded to an edge of a notch or a recess formed in the door inner panel. . 13. The vehicle door structure according to claim 12 , wherein the door inner panel is press-formed after welding an edge portion of the plate material to an edge portion of a notch formed in the door inner panel. A vehicle door structure characterized by: 14. The vehicle door structure according to claim 11 , wherein a honeycomb material having a strength in a vehicle front-rear direction higher than a strength in a vehicle width direction is set on the back side of the plate material. Vehicle door structure characterized by. 15. The vehicle door structure according to claim 10 , wherein the honeycomb material is set between the door inner panel and the waist inner reinforcement. 16. A door structure of a vehicle according to any one of claims 1 to 15, the vehicle door structure wherein the door is a door of the foremost row seat side of the vehicle.