JP2017206163A - Vehicular side door structure - Google Patents

Abstract

A vehicle side door structure capable of efficiently transmitting a collision load to both a center pillar and a door belt line portion in a side collision.
A load transmission member 40 is disposed on an outer side in the vehicle width direction of a lock reinforcement 38 between an impact beam 34 and a belt line reinforcement 36 in the vehicle vertical direction. Therefore, when a collision load is input from the bumper portion 82 of the MDB carriage 80 to the front side door 12 due to a side collision, the collision load is transmitted to the beltline reinforcement 36 via the load transmission member 40 and the lock reinforcement 38. . That is, the collision load can be efficiently transmitted not only to the center pillar but also to the door belt line portion.
[Selection] Figure 2

Description

  The present invention relates to a vehicle side door structure.

  Patent Document 1 discloses a structure for efficiently transmitting a collision load to the center pillar by providing a load transmitting member inside the side door at a position overlapping the center pillar as a center pillar in a side view of the vehicle. Has been. Specifically, a reinforcing portion capable of transmitting a load facing the vehicle inner side to a connection portion with the door inner on the vehicle outer side of the door inner, and a protruding portion protruding toward the center pillar side from a part of the vehicle inner vertical direction of the door inner. I have. Therefore, when a collision load of a predetermined value or more is input to the side door at the time of a collision, the protruding portion collides with the center pillar, and a load transmission path is formed from the collision body through the reinforcing portion, the door inner, and the protruding portion. The load is supported by the center pillar.

JP 2007-022266 A

  Although the technique of the above-mentioned patent document 1 can transmit a collision load directly from a door (reinforcing body) to a pillar without going through a hinge, the collision load of a side collision is efficiently transmitted to both the center pillar and the door belt line. There is room for improvement in order to communicate it efficiently.

  In view of the above facts, an object of the present invention is to provide a vehicle side door structure capable of efficiently transmitting a collision load to both the center pillar and the door belt line portion at the time of a side collision.

  The side door structure for a vehicle according to the first aspect of the present invention includes a door outer panel that constitutes a surface of the side door on the outer side in the vehicle width direction, and an inner side in the vehicle width direction of the door outer panel. A door inner panel that forms a door interior space, a belt line reinforcement that extends in the vehicle longitudinal direction above the door interior space and reinforces the door belt line portion, and the belt in the door interior space. An impact beam provided below the line reinforcement extending in the vehicle front-rear direction, and provided extending in the vehicle up-down direction in the door interior space, and an upper portion coupled to the belt line reinforcement, A bracket arranged so as to overlap the center pillar in a side view of the vehicle, Opposite to the bracket in the vehicle width direction outer side of the bracket is positioned in, and and a load transmission member disposed between the belt line reinforcement and the impact beam in the vertical direction of the vehicle.

  In the first aspect of the present invention, when a collision load due to a side collision is input between the beltline reinforcement and the impact beam in the vehicle vertical direction at the side door, the door outer panel is deformed inward in the vehicle width direction and the bracket It abuts on a load transmitting member disposed on the outer side in the vehicle width direction so as to face the bracket. When the load transmitting member to which the collision load is input is displaced, it comes into contact with the bracket. Thereby, the collision load is input to the bracket, and the collision load is transmitted to the belt line reinforcement to which the upper part of the bracket extending in the vehicle vertical direction is coupled. That is, a load transmission path from the door outer panel to the belt line reinforcement through the load transmission member and the bracket is formed.

  Here, the door outer panel and the load transmitting member, and the load transmitting member and the bracket are described as being spaced apart in the vehicle width direction, but each may be abutted or coupled.

  Thus, by arranging the load transmission member between the door outer panel and the bracket in the vehicle width direction, the collision load is efficiently transmitted to the beltline reinforcement immediately after the collision. In particular, a load transmission member is disposed below the belt line reinforcement and above the impact beam in the vehicle vertical direction in the door interior space. Therefore, when a collision load is input to a position (height) within this range of the side door, only the deformation of the door outer panel at the collision height proceeds immediately after the collision, and the collision load is not transmitted to the beltline reinforcement. To suppress that. That is, the collision load is efficiently transmitted to the belt line reinforcement via the load transmission path.

  Further, since the bracket is arranged so as to overlap the center pillar in a side view of the vehicle, the collision load is efficiently input to the center pillar via the bracket.

  The side door structure for a vehicle according to the first aspect of the present invention can efficiently transmit the collision load to the center pillar and efficiently transmit to the door belt line portion at the time of a side collision.

It is a principal part side view of the vehicle containing the structure by the side of the door inner panel of the front side door which concerns on this embodiment. It is a longitudinal cross-sectional view which shows arrangement | positioning of the front side door and MDB truck which concern on this embodiment. It is the sectional view on the AA line in FIG. It is a plane sectional view which shows the beltline height at the time (t = 0 ms) when the bumper part of the MDB carriage collides (contacts) with the front side door according to the present embodiment and the comparative example. (A) is a plane sectional view showing a deformed state of the belt line height at the time (t = αms) when the main body of the MDB carriage collides (contacts) with the front side door according to the present embodiment. FIG. 5 is a plan sectional view showing a deformed state of the belt line height when the main body deforms the front side door (t = β (β> α) ms). It is the graph which showed the time change of the vehicle width direction speed of the front side door in the beltline height at the time of side collision concerning this embodiment and a comparative example. It is a longitudinal cross-sectional view which shows arrangement | positioning of the front side door and MDB cart which concern on a comparative example. (A) is a plane sectional view showing a deformation state of the belt line height at the time (t = αms) when the main body portion of the MDB carriage collides (contacts) with the front side door according to the comparative example. It is a plane sectional view showing the deformation state of the belt line height at the time when the main body deforms the front side door (t = β (β> α) ms).

  Next, the vehicle side door structure according to the embodiment of the present invention will be described with reference to FIGS. The front side in the vehicle front-rear direction is indicated by an arrow FR, the outer side in the vehicle width direction is indicated by an arrow OUT, and the upper side in the vehicle vertical direction is indicated by an arrow UP.

  As shown in FIG. 1, the vehicle side door structure of the present embodiment is applied to a front side door 12 that opens and closes a front side door opening 22. Hereinafter, the schematic configuration of the side portion of the vehicle 10 that is an automobile will be described first, and then the configuration of the front side door 12 will be described.

(Schematic configuration of the side portion of the vehicle 10)
A roof side rail 14 and a rocker 16 that are arranged at the upper and lower parts of the vehicle and extend in the vehicle front-rear direction are provided on the sides of the vehicle 10 (only a part is shown) of the present embodiment. A front pillar 18 that connects the front end of the roof side rail 14 and the front end of the rocker 16 in the vertical direction of the vehicle is provided on the side of the vehicle 10. Further, a center pillar 20 and a rear pillar (not shown) are provided on the side portion of the vehicle 10 to connect the intermediate portion in the front-rear direction of the roof side rail 14 and the intermediate portion in the front-rear direction of the rocker 16 in the vertical direction. . The roof side rail 14, the rocker 16, the front pillar 18, and the center pillar 20 form a substantially rectangular front side door opening 22 in a vehicle side view. Further, the front side door 12 is rotatably supported by the front pillar 18, and a door lock device (not shown) provided in the front side door 12 is provided at an intermediate portion of the center pillar 20 in the vehicle vertical direction. A door lock striker (not shown) is attached. Accordingly, the front side door opening 22 can be opened and closed by the front side door 12.

  The roof side rail 14, the rocker 16, the center pillar 20 and the rear pillar form a substantially rectangular rear side door opening (not shown) in a side view of the vehicle. Similarly to the front side door 12, the rear side door opening can be opened and closed by a rear side door as a side door.

(Configuration of front side door 12)
As shown in FIG. 2, the front side door 12 as a side door includes a door outer panel 28 that constitutes a surface on the outer side in the vehicle width direction, and a door inner panel 30 that is disposed on the inner side in the vehicle width direction of the door outer panel 28. The side door main-body part 32 comprised including is provided. As shown in FIGS. 1 and 2, an impact beam 34, a belt line reinforcement 36, a lock reinforcement 38, a load transmission member 40, and the like are provided in a door internal space 31 constituted by the door outer panel 28 and the door inner panel 30. It is arranged.

  The door outer panel 28 is a press-formed product formed by pressing a steel plate material, and the front end, rear end, and lower end of the door outer panel 28 are subjected to hemming. The door inner panel 30 is joined to the front end, the rear end, and the lower end.

  The door inner panel 30 is formed by pressing a steel plate material in the same manner as the door outer panel 28. Specifically, as shown in FIGS. 1 and 2, the door inner panel 30 includes a general portion 42 that extends in the vehicle front-rear direction and the vertical direction. As shown in FIG. 1, a substantially rectangular service hole 44 is formed at an intermediate portion of the general portion 42 in the vehicle front-rear direction. In the general portion 42, IB bracket fixing portions 46 and 48 for fixing the impact beam 34 via impact beam brackets or the like are provided on the front side and the rear side of the service hole 44.

  As shown in FIG. 3, the door inner panel 30 includes a first horizontal wall portion 50 extending from the rear end of the general portion 42 toward the vehicle width direction outer side at the rear end portion, and a vehicle width of the first horizontal wall portion 50. A first vertical wall portion 52 extending toward the vehicle rear side from an end portion on the outer side in the direction, a second horizontal wall portion 54 extending toward an outer side in the vehicle width direction from an end portion on the vehicle rear side of the first vertical wall portion 52, And a second vertical wall portion 56 extending from the end of the second lateral wall portion 54 on the vehicle width direction outer side toward the vehicle rear side. The first vertical wall portion 52 and the second vertical wall portion 56 are disposed to face the center pillar 20 in the vehicle width direction.

  As shown in FIGS. 1 and 2, the impact beam 34 fixed to the door inner panel 30 is formed using a steel pipe material, and is disposed in the door inner space 31 so as to extend in the vehicle front-rear direction. Further, the impact beam 34 is disposed to be inclined toward the vehicle lower side toward the vehicle rear side. Further, the front end portion and the rear end portion of the impact beam 34 are fixed to the door inner panel 30 by the IB bracket fixing portions 46 and 48.

  As shown in FIGS. 1 and 2, a beltline reinforcement 36 is disposed in the vicinity of the upper end of the door internal space 31 so as to extend in the vehicle front-rear direction. As shown in FIG. 2, the belt line reinforcement 36 reinforces the door belt line portion of the side door main body 32 by forming a closed cross section with the door inner panel 30 (lock reinforcement 38). Is.

  Moreover, as shown in FIG. 1, the upper end of the lock reinforcement 38 which is an example of a bracket is fastened to the rear end side of the beltline reinforcement 36. The lock reinforcement 38 extends in the vehicle vertical direction to a position above the impact beam 34 in the vehicle vertical direction.

  As shown in FIG. 3, the lock reinforcement 38 includes a first front and rear wall portion 58 that extends in the vehicle front and rear direction along the rear end portion of the general portion 42 of the door inner panel 30, and a first front and rear wall portion 58. A first horizontal wall portion 60 extending from the vehicle rear side end portion toward the vehicle width direction outer side, and a second front and rear wall portion 62 extending from the vehicle width direction outer side end portion of the first horizontal wall portion 60 toward the vehicle rear side; And a second lateral wall 64 extending from the end of the second front and rear wall 62 on the vehicle rear side toward the outside in the vehicle width direction.

  The first front / rear wall portion 58, the first lateral wall portion 60, the second front / rear wall portion 62, and the second lateral wall portion 64 of the lock reinforcement 38 are the general portion 42, the first lateral wall portion 50, and the first longitudinal wall portion of the door inner panel 30. It arrange | positions along the wall part 52 and the 2nd horizontal wall part 54, respectively, and is being fixed to the door inner panel 30 with the volt | bolts 70 and 72, welding, etc. FIG.

  Therefore, as shown in FIG. 3, the lock reinforcement 38 is disposed so as to overlap the center pillar 20 in a side view of the vehicle.

  The lock reinforcement 38 has a rigidity that does not deform even when a collision load is input from the load transmission member 40 in a side collision.

  Further, as shown in FIG. 2, in the door internal space 31, a load transmission member 40 is attached to the outside of the lower portion of the lock reinforcement 38 in the vehicle width direction. The load transmission member 40 is a member having a predetermined rigidity formed from a resin. Here, the predetermined rigidity refers to rigidity that is not deformed by being sandwiched between the door outer panel 28 and the door inner panel 30 (lock reinforcement) at the time of a side collision. As shown in FIG. 3, the load transmitting member 40 has a rectangular base portion 66 and a substantially rectangular shape smaller than the base portion 66 provided on the first side surface 66 </ b> A of the base portion 66 so as to be inclined in the vehicle front-rear direction. Projecting portion 68.

  The load transmission member 40 is fastened to the lower part of the lock reinforcement 38 as shown in FIGS. Specifically, as shown in FIG. 3, the first side surface 66 </ b> A of the base portion 66 of the load transmitting member 40 includes the first vertical wall portion 52 of the door inner panel 30 and the second front and rear wall portions of the lock reinforcement 38. The second side surface 66B of the base portion 66 is fastened to the second lateral wall portion 54 of the door inner panel 30 and the second lateral wall portion 64 of the lock reinforcement 38 by two bolts 72 at the top and bottom. It is tightened together.

  As a result, the load transmitting member 40 is disposed between the impact beam 34 and the beltline reinforcement 36 in the vehicle vertical direction as shown in FIGS. 1 and 2. In the present embodiment, as shown in FIG. 2, the load transmission member 40 is disposed at the same height as the bumper portion 82 of an MDB carriage 80 (Moving Deformable Barrier) for side collision test described later.

(Operation and effect of this embodiment)
Next, the operation and effect of this embodiment will be described. FIG. 2 is a longitudinal sectional view showing a vehicle 10 and an MDB carriage 80 (Moving Deformable Barrier) for side collision test according to the present embodiment. This MDB cart 80 is a model of a car with a high vehicle height such as a so-called SUV or minivan. The operational effects of the present embodiment will be described based on a side impact test (IIHS MDB) in which the MDB carriage 80 collides with the vehicle 10 in a side collision. In this side collision test, the collision speed of the MDB carriage 80 is set to 60 km / h.

  The operation of this embodiment will be described by comparison with a comparative example. The vehicle side door structure according to the comparative example has a configuration in which the load transmission member 40 is removed from the vehicle side door structure according to the present embodiment. In addition, about the vehicle side door structure which concerns on a comparative example, the same referential mark which added 100 to the same referential mark is attached | subjected to the component same as the vehicle side door structure which concerns on this embodiment, and the detailed description is abbreviate | omitted. To do.

  4, 8 </ b> A, and 8 </ b> B are the time points when the bumper portion 82 of the MDB carriage 80 collides (contacts) with the front side door 112 according to the comparative example (t = 0 ms). The belt line at the time when the main body 84 collides (contacts) (t = αms) and when the main body 84 deforms the front side door 112 (t = β (> α) ms). It is a plane sectional view showing the deformation state in height.

  First, as shown in FIG. 7, the MDB carriage 80 is caused to collide with the front side door 112 according to the comparative example from the side. In the front side door 112, the vehicle vertical height at which the bumper portion 82 of the MDB carriage 80 collides (hereinafter sometimes referred to as “collision height”) is between the impact beam 134 and the beltline reinforcement 136. Therefore, the front side door 112 is greatly deformed (collapsed) in the vehicle width direction until it comes into contact with the lock reinforcement 138 at the collision height.

  At this time, in a position where the front side door 112 and the center pillar 120 overlap in a side view of the vehicle, the collision load is transmitted to the center pillar 120 by the door inner panel 30 coming into contact with the center pillar 120 at the collision height. . The center pillar 120 to which a collision load is input from the bumper portion 82 due to the deformation of the front side door 112 has higher rigidity than the front side door 112, and moves integrally in the vehicle width direction in the vehicle vertical direction.

  On the other hand, in the front side door 112, the collision load cannot be efficiently transmitted in the vehicle vertical direction until the bumper portion 82 deforms the door outer panel 128 and abuts against the lock reinforcement 138 at the collision height. As a result, the front side door 112 is greatly deformed to the inner side in the vehicle width direction at the collision height, whereas the inner side in the vehicle width direction of the belt line reinforcement 136 to which almost no collision load is transmitted at the belt line height. The deformation to is suppressed. That is, the front side door 112 has a horizontal V shape that has the largest collision height and is deformed inward in the vehicle width direction.

  As a result, the bumper portion 82 enters the inside of the front side door 112 in the vehicle width direction at the collision height, and the timing at which the main body portion 84 of the MDB carriage 80 contacts the front side door 112 (the bumper portion 82 is moved to the front side door 112. (T = αms), the collision load is not efficiently transmitted to the beltline reinforcement 136 at the beltline height of the front side door 112 until t = 0 ms). Due to the deformation of the horizontal V shape, the distance d1 (see FIG. 8A) between the center pillar 120 and the door inner panel 130 becomes wider than the initial distance d0 (see FIG. 4).

  Thereafter, at the beltline height, the main body portion 84 of the DMB carriage 80 is pressed inward in the vehicle width direction, whereby the front side door 112 is deformed inward in the vehicle width direction as a whole. Therefore, at t = β (> α) ms, the distance d2 (see FIG. 8B) between the front side door 112 and the center pillar 120 at the beltline height is narrower than the initial distance d0.

  As described above, in the front side door 112, the bumper portion 82 of the MDB carriage 80 starts to press the front side door 112 until the main body portion 84 comes into contact with the front side door 112 (0 ms ≦ t ≦ αms). The distance d1 in the vehicle width direction between the front side door 112 and the center pillar 20 at the belt line height is wider than the initial distance d0. Thus, since the distance d1 in the belt line height is increased, the acceleration of the front side door 112 inward in the vehicle width direction due to the pressing of the main body 84 is increased, and the entry speed of the front side door 112 is increased.

  By the way, in the vehicle 10, as shown in the graph of FIG. 6, the airbag restrains the occupant from the timing (t = αms) at which the main body 84 comes into contact with the front side door 112 by collision detection by a collision sensor (not shown). There is a time zone T. In this time zone T, it is desirable that the approach speed of the front side door 112 toward the inside in the vehicle width direction is reduced at the beltline height. However, in the time zone, as shown by the broken line in the graph of FIG. 6, the front side door 112 increases its inward speed in the vehicle width direction at the timing of αms ≦ t ≦ βms. It was confirmed that

  In particular, since the bumper portion 82 of the MDB carriage 80 collides (contacts) between the impact beam 134 extending in the vehicle longitudinal direction and the beltline reinforcement 136 in the vehicle vertical direction of the front side door 112, The collision load input to the side door 112 cannot be efficiently transmitted to the beltline reinforcement 136, and the front side door 112 is deformed into a horizontal V shape when the vehicle is viewed from the front. As a result, at the beltline height, the distance d1 between the front side door 112 and the center pillar 120 is enlarged more than the initial distance d0 during the deformation, and the entry speed of the front side door 112 inward in the vehicle width direction increases.

  Then, the case of the front side door 12 of this embodiment is demonstrated. As in the comparative example, FIG. 4, FIG. 5 (A), and FIG. 5 (B) show the bumper portion 82 of the MDB carriage 80 with respect to the front side door 12 according to this embodiment (this example). When the collision (contact) occurs (t = 0 ms), when the main body 84 collides (contacts) (t = αms), when the main body 84 deforms the front side door 12 (t = FIG. 6 is a plan sectional view showing a deformation state at a beltline height of β (> α) ms).

  As shown in FIGS. 1 to 3, the front side door 12 according to the present embodiment is disposed between the impact beam 34 and the beltline reinforcement 36 in the vehicle vertical direction and on the outer side in the vehicle width direction below the lock reinforcement 38. The load transmission member 40 is fastened. That is, the load transmission member 40 is disposed at a height corresponding to the bumper portion 82 of the MDB carriage 80 in the vertical direction of the vehicle (a position where at least a portion overlaps the bumper portion 82).

  Accordingly, when the bumper portion 82 of the MDB carriage 80 collides from the side surface of the front side door 12, the collision load is transmitted from the door outer panel 28 to the lock reinforcement 38 in which the load transmission member 40 is coupled to the lower portion. The Further, the collision load is transmitted to the belt line reinforcement 36 to which the upper portion of the lock reinforcement 38 is fixed. That is, a load transmission path from the door outer panel 28 to the beltline reinforcement 36 via the load transmission member 40 and the lock reinforcement 38 is formed.

  As a result, from the timing when the bumper portion 82 of the MDB carriage 80 abuts against the front side door 12 (t = 0 ms) to the timing when the main body portion 84 of the MDB carriage 80 abuts (t = αms), the front side At the belt line position of the door 12, the collision load is efficiently input to the belt line reinforcement 36. As a result, in the front side door 12, the beltline height portion (beltline reinforcement 36) is also greatly displaced inward in the vehicle width direction, similarly to the collision height portion.

  At this time, at the position where the front side door 12 and the center pillar 20 overlap in a side view of the vehicle, the collision load is transmitted to the center pillar 20 by the door inner panel 30 coming into contact with the center pillar 20 at the collision height. . The center pillar 20 to which a collision load is input from the bumper portion 82 due to the deformation of the front side door 12 has higher rigidity than the front side door 12 and moves integrally in the vehicle width direction in the vehicle vertical direction.

  Thus, at the beltline height, the center pillar 20 and the beltline reinforcement 36 are similarly displaced inward in the vehicle width direction. In particular, since the load is efficiently transmitted to the belt line reinforcement 36 of the front side door 12 via the load transmission member 40, the timing at which the main body 84 contacts the front side door 12 (t = αms). However, the distance D1 (see FIG. 4) between the door inner panel 30 of the front side door 12 and the center pillar 20 is narrower than the initial distance D0 (= d0) (see FIG. 5A).

  Thereafter, the front side door 12 is displaced inward in the vehicle width direction as a whole by the main body portion 84 pressing against the front side door 12 inward in the vehicle width direction. That is, at the beltline height, the distance D2 (see FIG. 5B) between the front side door 12 and the center pillar 20 is narrower than the distance D1 (see FIG. 5A).

  As described above, in the front side door 12 according to the present embodiment, when the bumper portion 82 of the MDB carriage 80 collides with the side, the collision load is caused by the belt line reinforcement 36 via the door outer panel 28, the load transmission member 40, and the lock reinforcement 38. To be transmitted efficiently. As a result, at the timing of 0 ms ≦ t ≦ αms, the front side door 12 is displaced inward in the vehicle width direction with the collision height portion and the belt line height portion together. Therefore, at the beltline height at the time of a side collision, the vehicle width direction interval between the front side door 12 and the center pillar 20 is gradually reduced from the initial interval D0 to the intervals D1 and D2.

  That is, the distance in the vehicle width direction (idle travel distance) until the front side door 12 comes into contact with the center pillar 20 at the beltline height at the time of a side collision is suppressed, and the front side door 12 is pressed by being pressed by the main body 84. An increase in the approach speed in the vehicle width direction with respect to the passenger compartment is suppressed. That is, as indicated by the solid line in the graph of FIG. 6, in the front side door 12, in the time zone T in which the airbag restrains the occupant, the front side door 12 moves inward in the vehicle width direction at a timing of αms ≦ t ≦ βms. It was confirmed that the approach speed was suppressed as compared with the front side door 112 of the comparative example.

  In the present embodiment, the load transmission member 40 is described as being made of resin, but may be formed of sheet metal or the like. The material is not particularly limited as long as the collision load can be transmitted to the lock reinforcement 38 without being deformed at the time of a side collision.

  Moreover, although the lock reinforcement 38 was selected as what transmits a load between the load transmission member 40 and the beltline reinforcement 36, it is not limited to this. Any member that extends in the vehicle vertical direction from the load transmission member 40 to the beltline reinforcement 36 in the vehicle vertical direction and has a predetermined rigidity may be used.

  Furthermore, although the front side door 12 has been described in the present embodiment, it may be applied to a rear side door.

  Although one embodiment of the present invention has been described above, the present invention is not limited to the above, and various modifications other than the above can be implemented without departing from the spirit of the present invention. Of course.

12 Front side door (side door)
20 Center pillar
28 Door outer panel
30 Door inner panel
34 Impact Beam
36 Beltline reinforcement
38 Lock reinforcement (bracket)
40 Load transmission member

Claims (1)

A door outer panel constituting the outer surface of the side door in the vehicle width direction;
A door inner panel disposed inside the door outer panel in the vehicle width direction and forming a door internal space with the door outer panel;
A belt line reinforcement that extends in the vehicle front-rear direction above the interior space of the door and reinforces the door belt line portion;
An impact beam provided extending in the vehicle front-rear direction below the beltline reinforcement in the door interior space;
A bracket that extends in the vehicle vertical direction in the door interior space, is connected to the beltline reinforcement at the top, and is arranged to overlap the center pillar in a side view of the vehicle;
A load transmitting member disposed on the outer side in the vehicle width direction of the bracket in the door inner space so as to face the bracket, and disposed between the belt line reinforcement and the impact beam in the vehicle vertical direction;
A vehicle side door structure comprising:

Images