JP2010012924A - Door frame structure of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a door frame structure of a vehicle which is excellent in productivity and cost performance, requires fewer work man-hours, and allows a column sash and an upper sash to be welded securely. <P>SOLUTION: The door frame structure of a vehicle has the column sash, which extends in the vertical direction of a door, and the upper sash, which forms the upper edge part of the door and which is joined to the column sash at a door corner part. In this structure, the column sash is formed by combining an outer plate positioned outside the vehicle and an inner plate positioned inside the vehicle, having a hemming part, which is fixed in contact with the inner plate by the hem processing of the upper edge part of the outer plate to the inside of the vehicle. A hem space part, in which the plate constituting the hemming part forms a space between the plates not in relation to the fixing in contact, is provided on a joint end surface joined to the upper sash of the hemming part. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle door frame structure.

As a conventional vehicle door frame, as in Patent Document 1, a vertical sash (side sash) extending in the vertical direction of the door and an upper sash that forms the upper edge of the door are arranged at the door corner portion at the upper end of the vertical sash. A structure in which the end faces of each other are butted and joined is known. The upper sash and the vertical column sash are welded along the joint surface.
Actual Kaihei 1-62922

  In a vertical pole sash of a type configured by combining an outer plate material on the outside of the vehicle and an inner plate material on the inside of the vehicle, hemming processing is performed in which the outer plate material is folded back to the vehicle inner side at the upper end of the sash and is closely fixed to the inner plate material. Since the outer plate and inner plate are in close contact with each other at the hemming section, when zinc vapor is generated when the plating on the sash surface is melted and vaporized during welding of the joint surface between the upper sash and the upright column sash, the discharge of this vapor is hemmed. There is a possibility that the phenomenon of explosion that bursts out from the welded portion may occur, or that the zinc vapor is ejected on a smaller scale than the explosion and a pinhole (spot hole) is formed. Explosions and pinholes cause poor appearance and poor welding of the welded parts, and when these defects occur, man-hours are increased for correction, which adversely affects productivity and cost. In order to prevent this, a technique of stripping the plating of the welded part in advance before pressing the plate material constituting the upright pillar sash is taken, but there is a problem that the stripping itself takes a lot of man-hours. Also, there are methods such as powder plasma welding method and MIG welding method that are difficult to cause explosion, but since plating exists in the cross-sectional layer of the welded part, it is difficult to completely remove this, and fine It was not possible to completely avoid pinholes.

  The present invention has been made in view of the above problems, and provides a vehicle door frame structure that enables reliable welding of a vertical column sash and an upper sash while reducing the number of work steps and improving productivity and cost. The purpose is to do.

  The present invention is a vehicle door frame structure having a vertical column sash extending in the vertical direction of a door and an upper sash joined to the vertical column sash at a door corner portion, and in the hemming portion of the vertical column sash, plating zinc vapor generated during welding It was made by paying attention to the formation of the escape space. That is, according to the present invention, the vertical plate sash is formed by combining the outer plate material positioned on the vehicle outer side and the inner plate material positioned on the vehicle inner side, and the hemming portion is firmly fixed to the inner plate material by hemming the upper end portion of the outer plate material toward the vehicle inner side. Hem space portion in which the plate material constituting the hemming portion forms a space between the plates without being in a tightly fixed relationship on the joint end surface to be joined to the upper sash of the hemming portion. It is provided with.

  The upper sash has an inter-plate space sandwiched between a design surface portion on the outside of the vehicle and a turn-back portion positioned away from the design surface portion on the vehicle inner side at a joint position with the hem space portion of the vertical pillar sash. When the sash and the vertical column sash are joined, the zinc space of the plating can be released more efficiently if the inter-plate space is configured to communicate with each other.

  Specifically, the outer plate material in the hemming portion of the upright pillar sash is folded to the vehicle inner side across the inner plate material from the design surface portion, which is located on the vehicle outer side and joined substantially flush with the design surface portion of the upper sash. And a folded portion. As one mode of the hem space portion, it is possible to offset a part of the inner plate material toward the vehicle inner side to form an inter-plate space between the design surface portion of the outer plate material. In this case, it is preferable that the vehicle interior offset portion of the inner plate member is brought into contact with the folded portion of the upper sash when the vertical column sash and the upper sash are joined.

  As another aspect of the hem space portion, there is no inner plate material between the design surface portion and the folded portion of the outer plate material, and the design surface portion and the folded portion of the outer plate material are directly opposed to form an inter-plate space therebetween. You may make it do. In this case, it is preferable that the folded-back portion of the outer plate member is brought into contact with the folded-up portion of the upper sash when the vertical pillar sash and the upper sash are joined.

  According to the above door frame structure of the present invention, when zinc vapor is generated from plating by welding of the joint portion, the space between the plates in the hem space portion becomes a escape space for zinc vapor. Holes can be prevented. Therefore, plating removal as a preparation process can be omitted, and defect correction work during welding work can be reduced, and the effects of improving workability and reducing production costs can be obtained.

  A side door 10 of an automobile shown in FIG. 1 includes a door panel 11 and a door frame 12 formed in a frame shape on the top of the door panel 11, and includes an upper edge portion of the door panel 11 and an inner edge portion of the door frame 12. The window glass 14 moves up and down in the window opening 13 surrounded. The door frame 12 includes an upper sash 15 that forms a door upper edge portion along a door opening portion of a roof panel (not shown) of the vehicle body, and a center pillar (not shown) of the vehicle body from the rear portion of the door panel 11. A side sash (standing column sash) 16 extending in the vertical direction is provided, and the upper sash 15 and the side sash 16 are joined at the door corner portion 17. Note that the door 10 of the present embodiment is a front seat door, and the expressions such as the front and rear direction, the vertical direction, the inside of the vehicle, and the outside of the vehicle in the following description refer to the body of the automobile to which the front seat door 10 is attached. Means the reference direction.

  As shown in FIG. 2, the upper sash 15 is formed of a single plate, and includes a design surface portion 20 facing the vehicle exterior, a glass run storage portion 21 facing the window opening portion 13, and a glass run storage portion. A weather strip holding part located on the back side of the glass run storage part 21 across a frame part 22 having a box-like (bag-like) cross section located on the inner side of the vehicle 21 and a plane extending part 23 extended from the frame part 22 24. The glass run storage portion 21 has a U-shaped cross section opened toward the window opening 13 side, and a glass run (not shown) is held therein. The weather strip holding portion 24 has a U-shaped cross section opened upward, and a weather strip base (not shown) is held therein.

  Between the design surface portion 20 and the weather strip holding portion 24 in the upper sash 15, a folded portion 25 is formed along the back side of the design surface portion 20. The design surface portion 20 and the folded portion 25 are connected via a U-shaped portion 26 constituting the upper edge portion of the upper sash 15 in a slightly spaced state in the door thickness direction. An inter-plate space S <b> 1 (FIG. 5) is formed between 25. In the present embodiment, the width D1 in the door thickness direction of the inter-plate space S1 in the vicinity of the joint with the side sash 16 shown in FIG. 5 is set to 0.2 mm. Hereinafter, the upper edge portion of the upper sash 15 having the inter-plate space S1 is referred to as an upper edge portion E1.

  As shown in the sectional shape of FIG. 3, the side sash 16 is configured by combining an outer plate member 30 and an inner plate member 40. The outer plate 30 has a design surface portion 31 that forms the design surface of the side sash 16 facing the outside of the vehicle, a glass run storage portion 32 that faces the window opening 13, and a box shape that is positioned inside the glass run storage portion 32. A (bag-like) cross-sectional frame portion 33 and a plane extending portion 34 extending from the frame portion 33 and extending along the bottom of the glass run storage portion 32 are provided. The glass run storage portion 32 has a U-shaped cross section that opens toward the window opening 13, and a glass run (not shown) is held therein.

  The inner plate member 40 of the side sash 16 includes a weather strip holding portion 41 located on the back side of the glass run storage portion 32 with the plane extending portion 34 interposed therebetween, and a back side of the design surface portion 31 following the weather strip holding portion 41. The design back surface part 42 located in this and the to-be-clamped part 43 following this design back surface part 42 are provided. A predetermined space is secured in the door thickness direction between the design back surface portion 42 and the design surface portion 31 of the outer plate member 30, whereas the sandwiched portion 43 has the design surface portion 31 and the design surface portion 31 to the U It is held tightly (clamped) between the folded portion 36 folded inside the vehicle via the character-shaped portion 35, and the sandwiched portion of the sandwiched portion 43 by the design surface portion 31 and the folded portion 36 is A rear edge hemming portion E2 is formed at the rear edge portion of the side sash 16 to join the outer plate material 30 and the inner plate material 40 together. The outer plate member 30 and the inner plate member 40 are further fixed by spot welding between the plane extending portion 34 and the weather strip holding portion 41.

  In the side sash 16, the outer plate member 30 and the inner plate member 40 are also hemmed and joined at the upper end of the side sash 16 in order to prevent rust and harm at the edge portion (cut surface) of the plate member. A detailed structure of the upper end hemming portion E3 will be described. As shown in FIGS. 5 and 6, in the upper end hemming portion E <b> 3, the upper end portion of the design surface portion 31 of the outer plate member 30 is folded back to the inside of the vehicle via the U-shaped portion 37 to form a folded portion 38. The upper end 44 of the inner plate member 40 is positioned between the folded portion 38 and the design surface portion 31 in the direction. However, the upper end hemming portion E3 is not uniformly clamped as in the rear edge hemming portion E2, but the upper end portion 44 includes a sandwiched portion 44a that is in close contact with the design surface portion 31, and the sandwiched portion. A gradual change portion 44b that is inclined so as to gradually move away from the design surface portion 31 and protrude toward the vehicle interior as it proceeds from the portion 44a to the front of the vehicle (in the direction of the joint surface with the upper sash 15), and forward from the gradual change portion 44b. An offset portion 44c that is extended and spaced apart from the design surface portion 31 with an inter-plate space S2 therebetween is provided. And if hemming joining of the upper end hemming part E3 is performed, the folding | returning part 38 by the side of the outer board | plate material 30 will become a shape along the upper end part 44 of the inner board | plate material 40. FIG. That is, the folded-back portion 38 is positioned near the design surface portion 31 in the door thickness direction, and is sandwiched between the design surface portion 31 and the sandwiched portion 38a between the design surface portion 31 and the back surface of the gradual change portion 44b. A gradually changing portion 38b that is inclined so as to gradually move away from the design surface portion 31 and protrude toward the inside of the vehicle as it advances from the sandwiching portion 38a to the front of the vehicle (in the direction of the joint surface with the upper sash 15), and the offset portion 44c. And an offset portion 38c along the back surface.

  In other words, the upper end hemming portion E3 of the side sash 16 includes an adhesion fixing portion E3-1 where the sandwiched portion 44a of the inner plate member 40 is clamped and fixed by the design surface portion 31 and the folded portion 38 of the outer plate member 30, and a gradual change portion. A gradually changing portion E 3-2 including 38 b and 44 b, and a hem space portion E 3-3 in which an inter-plate space S 2 is formed between the design surface portion 31 on the outer plate member 30 side and the offset portion 44 c on the inner plate member 40 side. is doing. In the hem space portion E3-3, the outer plate member 30 and the inner plate member 40 are not in a tightly fixed relationship, but the U-shape of the outer plate member 30 is also above the inter-plate space S2 in the hem space portion E3-3 as shown in FIG. Since it is covered with the portion 37, intrusion of water droplets from above into the inter-plate space S2 is prevented. The width (space between the design surface part 31 of the outer plate member 30 and the offset part 44c of the inner plate member 40) D2 of the inter-plate space S2 in the door thickness direction is set to 0.5 mm, and the upper edge portion E1 side of the upper sash 15 It is wider than the width D1 of the inter-plate space S1.

  As shown in FIG. 4, the upper sash 15 and the side sash 16 are joined by abutting the joining end faces G1 and G2. The shapes of the design surface portion 20, the glass run storage portion 21, the frame portion 22, the plane extending portion 23, and the weather strip holding portion 24 on the joint end surface G1 on the upper sash 15 side are respectively on the joint end surface G2 on the side sash 16 side. Corresponding to the shape of the design surface portion 31, the glass run storage portion 32, the frame portion 33, the plane extending portion 34, and the weather strip holding portion 41, the joining end faces G1 and G2 are joined with almost no gap.

  As shown in FIG. 5, the upper edge portion E1 of the upper sash 15 and the upper end hemming portion E3 of the side sash 16 are also joined at the joining end faces G1 and G2. In this joined state, the design surface portion 20 on the upper sash 15 side and the design surface portion 31 on the side sash 16 side are substantially flush with each other outside the vehicle, and the design surface portions 20 and 31 are joined as shown as a welded portion W1 in FIG. Welded along the part. Here, on the upper end hemming portion E3 side, the portion facing the joining end surface G2 is the above-described hem space portion E3-3, and the design surface portion 31 of the outer plate member 30 is located inside the welded portion W1 on the vehicle outer side. An inter-plate space S2 in which the offset portion 44c of the inner plate member 40 is separated is formed. Therefore, when the plating of the sash surface is vaporized by welding at the welded portion W1, the zinc vapor can escape to the inter-plate space S2, and the zinc vapor that has lost its place of discharge is ejected at the welded portion W1 and blown off. There is no risk of waking up or forming a pinhole in the weld W1. Further, as can be seen from FIG. 5, the inter-plate space S2 on the upper end hemming portion E3 side is in communication with the inter-plate space S1 on the upper edge portion E1 side. Also escaped to the S1 side, it is possible to more reliably prevent explosions and pinholes in the welded portion W1.

  As described above, in the door thickness direction, the width D1 of the inter-plate space S1 is set to 0.2 mm, and the width D2 of the inter-plate space S2 is set to 0.5 mm. By setting this value, even if the plating stripping process in the vicinity of the welded portion of the upper sash 15 and the side sash 16 is omitted, it is effective in preventing appearance defects and welding defects caused by zinc vapor. The result of the experiment became clear.

  Further, the plate thickness T (FIGS. 5 and 6) of the plate material constituting the upper sash 15 is set larger than the width D2 of the inter-plate space S2 of the upper end hemming portion E3 of the side sash 16. According to this relationship, when the upper edge portion E1 and the upper end hemming portion E3 are brought into contact with each other with the outer surfaces of the design surface portions 20 and 31 being substantially flush with each other as shown in FIG. 5, the offset portion 44c of the inner plate member 40 in the upper end hemming portion E3. Is in contact with the rear end of the folded portion 25 on the upper sash 15 side. By bringing the upper edge portion E1 and the upper end hemming portion E3 into contact with each other not only on the design surface portions 20 and 31 on the door outer surface side but also on the door inner surface side in this way, the rust prevention effect on the edge portion (cut surface) of the plate material The harm prevention effect is enhanced, and the joining strength can be improved by increasing the joining area. Furthermore, it becomes easy to align the joining end faces G1 and G2 when joining the upper sash 15 and the side sash 16. As shown in FIG. 5, in addition to the aforementioned welded portion W1 on the vehicle outer side, the contact portion between the offset portion 44c on the vehicle inner side and the folded portion 25 is also welded at the welded portion W2 along the joint surface. Even if the plating on the sash surface is vaporized in the welded portion W2 and zinc vapor is generated, the vapor can be released by the escape space S2 of the upper end hemming portion E3 and the inter-plate space S1 of the upper edge portion E1, It is possible to prevent problems such as poor welding caused.

  7 to 9 show a second embodiment. Portions common to the previous embodiment are denoted by the same reference numerals in the drawings, and redundant description is omitted. In the upper end hemming portion E4 of the side sash 16 of this embodiment, the sandwiched portion 50 at the upper end portion of the inner plate member 40 is formed only in a part of the rear side away from the joining end surface G2, and on the joining end surface G2. A notch portion 51 where the sandwiched portion 50 is not present faces. More specifically, as shown in FIG. 9, a separation wall portion 52 that is located on the upper side of the design back surface portion 42 (FIG. 7) of the inner plate material 40 and is spaced apart from the design surface portion 31 of the outer plate material 30 toward the vehicle interior side. The sandwiched portion 50 has a shape that protrudes upward from the spacing wall portion 52 and is offset in the direction approaching the design surface portion 31 (to the vehicle outer side). A region where the upper edge portion of the separation wall portion 52 is exposed without the sandwiched portion 50 is the cutout portion 51.

  In the outer plate member 30, the upper edge of the design surface portion 31 is folded back to the vehicle inner side via the U-shaped portion 37, and a folded portion 60 is formed. The upper end hemming portion E4 includes an adhesion fixing portion E4-1 in which the sandwiched portion 50 is sandwiched by the folded portion 60 and the design surface portion 31, and the design surface portion 31 of the outer plate member 30 with the above-described cutout portion 51 interposed therebetween. The folded portion 60 has an empty hemming portion E4-2 that directly faces (that is, does not sandwich the inner plate member 40). The folded-back portion 60 in the contact fixing portion E4-1 is a sandwiching portion 60a that is in close contact with the sandwiched portion 50 from the inside of the vehicle.

  In the empty hemming portion E4-2, there is no sandwiched portion on the inner plate member 40 side, so that the folded portion 60 comes closer to the design surface portion 31 than the sandwiched portion 60a in the contact fixing portion E4-1 by hem processing. Be positioned. Specifically, the folded portion 60 in the empty hemming portion E4-2 is inclined so as to gradually approach the design surface portion 31 as it proceeds from the pinching portion 60a to the front of the vehicle (the direction of the joint surface with the upper sash 15). A gradual change portion 60b and an offset portion 60c extending forward from the gradual change portion 60b and spaced apart from the design surface portion 31 with an inter-plate space S3 therebetween are provided. That is, the empty hemming portion E4-2 includes a gradually changing portion E4-2a formed by the gradually changing portion 60b and a hem space portion E4-2b formed by the offset portion 60c. As shown in FIG. 8, in addition to the abutment of the design surface portions 20 and 31 on the outside of the vehicle, the front end portion of the offset portion 60c on the side sash 16 side is the folded portion 25 on the upper sash 15 side. It is attached to the rear end of. In this joined state, the inter-plate space S3 in the empty hemming portion E4-2 (hem space portion E4-2b) communicates with the inter-plate space S1 in the upper edge portion E1. The width D3 of the inter-plate space S3 is set to be larger than the width D1 of the inter-plate space S1 on the upper edge portion E1 side as in the previous embodiment. Specifically, the width D1 is 0.2 mm. The width D3 is preferably set to about 0.5 mm.

  In the empty hemming portion E4-2, as shown in FIG. 9, a slit-like opening S4 facing the vehicle interior is formed between the lower edge portion of the folded portion 60 and the upper edge portion of the separation wall portion 52. The opening S4 communicates with the inter-plate space S3.

  With the above structure, in the upper end hemming portion E4, when zinc vapor is generated by plating that is vaporized during welding work at the welded portion W1 on the vehicle outer side (design surface side) or the welded portion W3 on the vehicle outer side, this is removed between the plates. By letting it escape into the space S3, it is possible to prevent explosions and pinholes from occurring at the welding site. Since the zinc vapor that has flowed into the inter-plate space S3 can not only escape to the inter-plate space S1 on the upper edge portion E1 side as in the previous embodiment, but can also be discharged outside through the opening S4. A higher effect is obtained with regard to prevention of explosions and pinholes.

  Further, in this embodiment, as can be seen from FIG. 8, the joint portion on the inner side of the upper end hemming portion E4 with respect to the upper edge portion E1 is used as the front end portion of the offset portion 60c close to the design surface portion 31, thereby The step difference between the upper edge portion E1 and the upper end hemming portion E4 is small. Therefore, it becomes easy to perform the welding work especially at the welded portion W3 on the vehicle interior side.

  As described above, according to the door frame structure to which the present invention is applied, it is possible to prevent the explosion of the welded portion and the generation of pinholes due to zinc vapor even if the plating stripping process is omitted. Will improve.

  Of course, when the upper sash 15 and the side sash 16 are joined, any point other than the aforementioned welded portions W1, W2, and W3 may be welded. For example, the part from the joint part of the frame parts 22 and 33 visible in FIG. 4 and FIG. 7 to the joint part of the weather strip holding parts 24 and 41 is a convex corner part, and is suitable as a welding part. is there.

  Although the present invention has been described based on the illustrated embodiment, the present invention is not limited to the illustrated embodiment, and can be improved or modified without departing from the gist of the invention. For example, although the illustrated embodiment is applied to a side door for a front seat of an automobile, the present invention is not limited to a front seat door as long as it is a door frame of a type having a vertical pillar sash and an upper sash. Even a rear seat door or other doors can be applied.

It is a side view of the vehicle door to which the door frame structure of the present invention is applied. It is sectional drawing of the upper sash along the II-II sectional line of FIG. It is sectional drawing of the side sash along the III-III sectional line of FIG. It is the perspective view which looked at the junction part vicinity of the upper sash and side sash in 1st Embodiment from the vehicle inner side. FIG. 5 is a cross-sectional view of the vicinity of the hemming fixing portion at the upper end of the side sash, taken along the line VV of FIG. It is sectional drawing of the hemming fixing | fixed part vicinity of the side sash upper end along the VI-VI sectional line of FIG. It is the perspective view which looked at the junction part vicinity of the upper sash and side sash in 2nd Embodiment from the vehicle inner side. It is sectional drawing of the hemming fixing | fixed part vicinity of a side sash upper end along the VIII-VIII sectional line of FIG. It is sectional drawing of the hemming fixing | fixed part vicinity of the side sash upper end along the IX-IX sectional line of FIG.

Explanation of symbols

10 Car Side Door 12 Door Frame 15 Upper Sash 16 Side Sash (Stand Pillar Sash)
17 Door corner portion 20 Upper sash design surface portion 25 Upper sash folding portion 30 Side sash outer plate material 31 Outer plate material design surface portion 37 U-shaped portion 38 at the upper end of the outer plate material 38 Folding portion 38a at the upper end of the outer plate material Deformed portion 38c Offset portion 40 Inner plate material 44 of inner sash 44 Upper end portion 44a of inner plate material Grabbed portion 44b Gradual change portion 44c Offset portion 50 Clamped portion 51 of inner plate material Notch portion 52 of inner plate material Separation wall of inner plate material Part 60 Folding part 60a of outer plate upper end clamping part 60b gradual change part 60c offset part E1 upper sash upper edge part E2 side sash rear edge hemming part E3 side sash upper edge hemming part E3-1 adhesion fixing part E3-2 gradual Strange part E3-3 hem space E4 on side sash Hemming part E4-1 Close fixing part E4-2 Empty hemming part E4-2a Gradually changing part E4-2b Hem space part G1 Joint end face G2 on the upper sash side Joint end face S1 on the side sash side Inter-plate space S2 in the upper sash S3 Inter-plate space S4 in the upper hemming portion of the side sash Car interior opening W1 W2 W3 welded portion of the empty hemming portion

Claims (6)

In a vehicle door frame structure having a vertical pillar sash extending in the vertical direction of the door and an upper sash that forms a door upper edge and is joined to the vertical pillar sash at a door corner portion,
The vertical pillar sash is formed by combining an outer plate material positioned on the vehicle outer side and an inner plate material positioned on the vehicle inner side, and has a hemming portion that is firmly fixed to the inner plate material by hem processing of the upper end portion of the outer plate material to the vehicle inner side,
The vehicle includes: a hemm space portion on which a plate material constituting the hemming portion forms a space between plates without being in a tightly fixed relation on a joining end surface to be joined to the upper sash of the hemming portion. Door frame structure. 2. The vehicle door frame structure according to claim 1, wherein the upper sash is positioned at a joint position with the hem space portion of the upright pillar sash, and is separated from the design surface portion on the vehicle exterior side and the vehicle interior side with respect to the design surface portion. A door frame structure for a vehicle having an inter-plate space sandwiched between folded portions, and wherein the inter-plate space communicates with each other when an upper sash and a standing column sash are joined. The door frame structure for a vehicle according to claim 2, wherein the outer plate member is located outside the vehicle at the hemming portion of the vertical pillar sash and is joined to the design surface portion of the upper sash and substantially flush with the design surface portion. A folded portion that is folded back inside the vehicle across the inner plate material,
In the hem space portion, a vehicle door frame structure in which a part of the inner plate material is offset toward the inside of the vehicle and the inter-plate space is formed between the design surface portion of the outer plate material. 4. The vehicle door frame structure according to claim 3, wherein the vehicle interior offset portion of the inner plate member abuts on the folded portion of the upper sash when the vertical pillar sash and the upper sash are joined. The door frame structure for a vehicle according to claim 2, wherein the outer plate member is located at the hemming portion of the upright pillar sash and is located on the outer side of the vehicle and joined substantially flush with the design surface portion of the upper sash. Having a folded portion folded back inside the vehicle across the plate material,
In the hem space portion, there is no inner plate material, and the inter-plate space is formed between the design surface portion and the folded portion of the outer plate material. 6. The vehicle door frame structure according to claim 5, wherein the folded-back portion of the outer plate member is in contact with the folded-up portion of the upper sash when the vertical pillar sash and the upper sash are joined.

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