JP2011105172A - Door structure for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a door structure for a vehicle capable of avoiding unlock of a reclining device in a side collision, and capable of surely keeping the upper part of the body of an occupant on a seat back without causing deterioration in attachment force of the whole of a door trim, the cabin internal quiet by traveling vibration, and lever operability, and generation of abnormal noise. <P>SOLUTION: In the door structure for the vehicle wherein the operation lever 20 faces the door trim 10 from a vehicle width direction inner side W1, a reinforcement part 80 is provided so that the rigidity of a door trim part 31A on the upper side than the operation lever 20 in the lock position is higher than the rigidity of the door trim part 31B on the lower side. When the load is applied to the door trim 10 from a vehicle width direction outer side W2, the door trim part 31A on the upper side is displaced to the upper side of the operation lever 20 by the load, and rising of the operation lever 20 is suppressed. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

The present invention
The present invention relates to a vehicle door structure in which an operation lever, which can be changed between a lock position for locking a reclining device of a seat back and an unlock position above the lock position, faces a door trim from the vehicle width direction inside.

  In the vehicle having the vehicle door structure described above, as shown in FIG. 9, in a vehicle in which the terminal of the door trim 10 and the clip stay 51 are connected to and in contact with the door inner panel 11, the vehicle body is deformed to the vehicle interior side. An input due to approach (deformation / entry in the direction of arrow a) is transmitted from the door inner panel 11 to the door trim 10.

  The clip stay 51 and the terminal of the door trim 10 are stretched, so that the door trim 10 enters the lower side of the operation lever 20 (lower than the horizontal line Z passing through the operation surface 20M of the operation lever 20 (arrow b direction)). A force that pushes up the lever 20 (force in the direction of arrow c) acts. As a result, the operating lever 20 is raised to the unlock position side, the reclining device is unlocked, and it becomes difficult to stably hold the upper body of the occupant in the seat back.

  Such a problem also occurs in a vehicle (see Patent Document 1) that includes an impact absorbing member that absorbs an impact at the time of a side collision inside the door trim. That is, depending on the arrangement of the shock absorbing member, the door trim may be deformed in the direction in which the operation lever is released (on the unlocking position side) at the time of a side collision.

  Therefore, in the above vehicle, it is necessary to provide means for preventing the operation lever 20 from being pushed up unexpectedly at the time of a side collision so that the upper body of the occupant is securely held by the seat back.

  Therefore, conventionally, a first means for eliminating the clip stay 51 so that the door trim 10 does not enter the lower side of the operation lever 20 at the time of a side collision, a second means for releasing the terminal of the door trim 10 from the door inner panel 11, , A third means for preventing the operation lever 20 from being pushed up by changing the mounting position of the operation lever 20 (shifting the operation lever 20 back and forth, up and down, etc.) and shifting the point of action of the force pushing up the operation lever 20 Was adopted.

JP 2009-12560 A

  However, with the first and second means that eliminate the clip stay or allow the terminal of the door trim to escape from the door inner panel, the mounting force of the entire door trim is lowered, the quietness of the room is reduced due to running vibration, and abnormal noise is generated. An outbreak was invited. Further, in the third means for changing the attachment position of the operation lever, the position of the operation lever with respect to the occupant is greatly changed, and the operability of the operation lever is lowered.

  The present invention has been made in view of the above circumstances, and its purpose is to prevent a reduction in the mounting force of the entire door trim, a decrease in indoor quietness due to running vibration, generation of abnormal noise, and a decrease in lever operability. An object of the present invention is to provide a vehicle door structure that can avoid unlocking of the reclining device at the time of a side collision, and that can securely hold an occupant's upper body to a seat back.

The feature of the present invention is that
A vehicle door structure in which an operation lever capable of changing a position between a lock position for locking a reclining device of a seat back and an unlock position above the lock position is opposed to the door trim from the vehicle width direction inside,
A reinforcing portion is provided that increases the rigidity of the door trim portion above the operation lever at the lock position to be higher than the rigidity of the lower door trim portion,
When a load is applied to the door trim from the outside in the vehicle width direction, the upper door trim portion is displaced to the upper side of the operation lever by the load, and the rise of the operation lever to the unlock position side is suppressed. is there. (Claim 1)

According to this configuration, the reinforcing portion that increases the rigidity of the door trim portion above the operation lever at the lock position to be higher than the rigidity of the lower door trim portion is provided, and when a load is applied to the door trim from the outside in the vehicle width direction. The upper door trim part is displaced to the upper side of the operating lever by the load and suppresses the raising of the operating lever to the unlocked position side, so that the operation lever is pushed from the upper side by the upper door trim part at the time of a side collision. The lower door trim portion of the lever can be easily bent, and the lower door trim portion can be prevented from entering below the operation lever.
As a result, there is no need to adopt means for eliminating clip stays for fixing the door trim to the door inner panel, means for releasing the terminal of the door trim from the door inner panel, or means for changing the mounting position of the operation lever. It is possible to prevent the operation lever from being pushed up unexpectedly at the time of a collision, and to prevent the reclining device from being unlocked.
Therefore, a reclining device at the time of a side collision without causing a reduction in the mounting force of the entire door trim due to the adoption of each of the above means, a reduction in indoor quietness due to running vibration, generation of abnormal noise, and a decrease in lever operability. Can be avoided, and the upper body of the occupant can be securely held on the seat back.

In the present invention,
A door beam is located outside the reinforcing portion in the vehicle width direction,
When the door inner panel is positioned between the door beam and the reinforcing portion, the following action can be achieved. (Claim 2)

The input when the vehicle is deformed is transmitted from the door beam to the reinforcing portion via the door inner panel. And a reinforcement part is pushed out to the vehicle interior side, and the deformation | transformation and approach to the upper side of the operation lever of the said upper door trim part increase more.
As a result, the operation lever can be pressed from the upper side at the upper door trim portion, and the upward movement of the operation lever to the unlocked position side can be more reliably suppressed. And since the door inner panel is interposed between the door beam and the reinforcing portion, the door beam can be prevented from coming off the lower end of the reinforcing portion and entering the lower side of the operation lever. (Claim 2)

In the present invention,
When the shock absorbing pad is attached to the upper door trim portion of the reinforcing portion from the vehicle width direction outside, and the lower end portion of the shock absorbing pad overlaps the upper end portion of the reinforcing portion from the vehicle width direction outside,
The vehicle deformation input transmitted to the shock absorbing pad at the time of a side collision is transmitted from the lower end portion of the shock absorbing pad to the upper end portion of the reinforcing portion. Therefore, the reinforcing portion can be pushed out to the vehicle interior side by the vehicle deformation input transmitted to the shock absorbing pad, and the deformation / entry of the upper door trim portion to the upper side of the operation lever can be further increased. As a result, the operation lever can be pressed from the upper side at the upper door trim portion, and the upward movement of the operation lever to the unlocked position side can be reliably suppressed. (Claim 3)

In the present invention,
A mounting base is provided at the lower end of the shock absorbing pad,
The mounting base overlaps the upper end of the reinforcing portion from the vehicle width direction outside,
A mounting boss protruding outward in the vehicle width direction from the upper end side of the reinforcing portion is inserted through a mounting boss insertion hole formed in the mounting base,
When the tip of the mounting boss protruding from the mounting boss insertion hole is deformed to have a larger diameter than the mounting boss insertion hole by heat caulking, and the mounting base is fixed to the upper end of the reinforcing portion, The following effects can be achieved. (Claim 4)

The tip of the mounting boss protruding from the mounting boss insertion hole is deformed to a larger diameter than the mounting boss insertion hole by heat caulking, and the mounting base is fixed to the upper end of the reinforcing portion. The mounting pedestal can be firmly fixed to the upper end of the reinforcing part, and the mounting pedestal can be prevented from being displaced from the upper end of the reinforcing part at the time of a side collision. Input can be reliably transmitted from the lower end portion of the shock absorbing pad to the upper end portion of the reinforcing portion.
Accordingly, the reinforcing portion can be pushed out to the vehicle interior side by the vehicle deformation input transmitted to the shock absorbing pad, and the deformation / entry of the upper door trim portion to the upper side of the operation lever can be further increased. As a result, the operation lever can be pressed from the upper side at the upper door trim portion, and the upward movement of the operation lever to the unlocked position side can be more reliably suppressed. (Claim 4)

In the present invention,
If the reinforcing part is configured as an attachment part of a clip for fixing the door trim to the door inner panel, the displacement / input of the door inner panel is directly transmitted to the door trim. The force of the portion can be increased, and the upward movement of the operation lever toward the unlocking position can be reliably suppressed. (Claim 5)

According to the present invention,
It can avoid unlocking the reclining device at the time of a side collision without reducing the mounting force of the whole door trim, reducing the quietness of the room due to running vibration, generating abnormal noise, and reducing the operability of the lever. It was possible to provide a vehicle door structure that can securely hold the upper body of an occupant in a seat back.

Overall side view of the car Perspective view of door trim Longitudinal front view of vehicle door structure An exploded perspective view showing a shock absorbing pad and a mounting portion for the shock absorbing pad (A) is sectional drawing of FIG.5 (b), (b) is a perspective view which shows the attachment state which attached the impact-absorbing pad to the attachment part. Enlarged view of the vehicle door structure showing the reinforcement Longitudinal front view of the vehicle door structure of the first alternative embodiment A longitudinal front view of a vehicle door structure according to a second embodiment Longitudinal front view of a conventional vehicle door structure

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
As shown in FIG. 1, a front door 7 and a rear door 8 are arranged on the side of the vehicle, a seat 1 for a front passenger is placed in close proximity to the vehicle interior side of the front door 7, and a rear door 8 is arranged on the vehicle interior side of the rear door 8. A seat occupant seat 2 is arranged close to the seat occupant.

  As shown in FIGS. 2 and 3, a resin door trim 10 as an interior material is provided on the vehicle interior side below the front door 7. The door trim 10 includes a door trim main body 31 and a central armrest 32 that bulges toward the vehicle interior side with respect to the door trim main body 31, and an inner panel 11 of the front door 7 by a plurality of clips attached to the back side of the design surface. It is fixed to.

  The armrest 32 includes an armrest body 33 formed integrally with the door trim body 31 and an arm restore upper 34 that forms the upper surface of the armrest body 33. A pull handle 35 for a passenger to hold when opening and closing the front door 7 is recessed in the center of the arm restore upper 34, and a door lock and an electric opening / closing window for operating a door lock or an electric opening / closing window are provided on the front side of the pull handle 35. A switch assembly 36 is assembled.

  As shown in FIG. 1, a seat 1 for a front seat occupant includes a seat cushion 3 and a seat back 4 that can swing and rotate around a lower first horizontal axis O <b> 1. Further, a reclining device 5 that changes and adjusts the inclination angle of the seat back 4 is provided between the rear end portion of the seat cushion 3 and the lower end portion of the seat back 4, and is operated to swing and rotate around the second horizontal axis O2. A lever 20 is provided in the reclining device 5. The operation lever 20 is configured to be freely changeable between a lock position (see FIG. 1) for locking the reclining device 5 of the seat back 4 and a lock release position above the lock position.

  The operation lever 20 is disposed on the side surface of the rear end portion of the seat cushion 3 in the vehicle width direction outer side W2, and faces the lower end portion of the door trim 10 from the vehicle width direction inner side W1. That is, the operation lever 20 is disposed in a narrow space between the side surface of the rear end portion of the seat cushion 3 and the lower end portion of the front door 7. The reclining device 5 (more specifically, the locking mechanism of the reclining device 5) is locked when the occupant grasps the operating portion (swinging end portion) of the operating lever 20 in the locked position that has fallen forward and swings upward. With the release, the seat back 4 can swing and rotate around the first horizontal axis O1.

  In this structure, when the door trim main body 31 of the door trim 10 is deformed to the inner side W1 in the vehicle width direction due to a load such as a side collision, the seat back 4 is released when the operation lever 20 is pushed up toward the unlock position. It becomes possible to swing and rotate around the first horizontal axis O1, so that it is difficult to stably hold the upper body of the passenger on the seat back 4. Therefore, even when the door trim main body 31 is deformed by the load and abuts against the seat 1, the vehicle door structure is configured to be able to suppress the operation lever 20 from being pushed up to the unlock position side.

The vehicle door structure will be described. As shown in FIGS. 3 to 6, the rigidity of the door trim main body portion 31A (corresponding to the upper door trim portion) above the operation lever 20 at the lock position is set lower than the door trim main body. A reinforcing portion 80 that is higher than the rigidity of the portion 31B (corresponding to the lower door trim portion) is provided in the upper door trim main body portion 31A. The reinforcing portion 80 includes a U-shaped first rib 81 having an open rear side Rr, and a second rib 82 provided between a pair of upper and lower lateral rib portions 81A and 81B of the first rib 81. Reference numeral 20M denotes an operation surface of the operation lever 20.
When a load is applied to the door trim 10 from the outer side W2 in the vehicle width direction, the upper door trim body portion 31A is displaced to the upper side of the operation lever 20 by the load, and the operation lever 20 is pressed from the upper side to lock the operation lever 20. It is comprised so that the raise to the cancellation | release position side may be suppressed.

Thereby, even if the door trim main body 31 of the door trim 10 contacts the operation lever 20 due to a load such as a side collision, the upper door trim main body portion 31A presses the operation lever 20 from the upper side, and the lower door trim main body portion of the operation lever 20 31B can be easily bent, and the lower door trim body portion 31B can be prevented from entering below the operation lever 20.
As a result, the operation lever 20 can be prevented from being pushed up unexpectedly at the time of a side collision, the unlocking of the reclining device 5 can be prevented, and the upper body of the occupant can be attached to the seat back 4. It can be held securely.

  As shown in FIG. 3, the cylindrical door beam 12 is positioned along the vehicle front-rear direction on the vehicle width direction outer side W <b> 2 of the lower end portion 80 </ b> K of the reinforcing portion 80, and the door beam 12 and the lower end portion 80 </ b> K of the reinforcing portion 80 are The door inner panel 11 is located between them. The door beam 12 is provided to ensure the rigidity of the front door 7 at the time of a side collision. A lower end portion 31B1 of the lower door trim body portion 31B is bent to the vehicle width direction outer side W2 and overlaps the door inner panel 11 from the vehicle width direction inner side W1.

As shown in FIG. 4, a mounting portion 70 for a side bump pad 49 (corresponding to an impact absorbing pad) is provided on the door trim main body portion 31 </ b> A on the upper side of the reinforcing portion 80. The side collision pad 49 is a component that absorbs an impact on the occupant's waist during a side collision, and the side collision pad 49 is attached to the attachment portion 70 from the outer side W2 in the vehicle width direction.
Further, a support portion 60 that receives and supports the lower end portion 50 of the side bump pad 49 (specifically, a lower mounting base 30K provided on the lower end portion 50 described later) from the inner side W1 in the vehicle width direction is the upper end portion of the reinforcing portion 80. The lower end portion 50 of the side bump pad 49 overlaps the support portion 60 from the outer side W2 in the vehicle width direction.

  The side impact pads 49 are formed in a trapezoidal square block shape when viewed from the vehicle width direction. The side impact pads 49 are formed on the upper surface 49J of the side impact pad 49, the side surface 49S and the lower surface 49K of the vehicle front side Fr, and outside the surfaces 49J, 49S, 49K. Mounting bases 30J, 30S, and 30K are provided to project to the side. That is, a mounting base 30 </ b> K projecting downward is provided at the lower end portion 50 of the side bump pad 49. The mounting bases 30J, 30S, and 30K are respectively formed with mounting boss insertion holes h that penetrate in the vehicle width direction. The material of the side bump pad 49 is a rigid urethane foam.

  The support portion 60 forms a notch K for receiving the lower mounting base 30K of the side bump pad 49 at the upper end of the vertical rib portion 81C of the first rib 81 and the upper end of the second rib 82. Configured. Height dimensions of the upper lateral rib portion 81A of the first rib 81, the upper end of the vertical rib portion 81C of the first rib 81, and the upper end of the second rib 82 (projection from the back surface of the upper door trim main body portion 31A) The height is set to be the same.

  The attachment portion 70 has a plurality of cylindrical attachment bosses 71 protruding from the back surface to the vehicle width direction outer side W2 on the back surface (surface facing the vehicle width direction outer side W2) of the upper door trim body portion 31A of the reinforcement portion 80. It is configured to be distributed. An outer peripheral surface of one lower mounting boss 71 among the plurality of mounting bosses 71 is connected to a connection portion between the upper lateral rib portion 81 </ b> A of the first rib 81 and the second rib 82. That is, the one mounting boss 71 on the lower side protrudes from the upper end 80J side of the reinforcing portion 80 to the outer side W2 in the vehicle width direction.

  Then, as shown in FIGS. 5A and 5B, the mounting base 30K on the lower end 50 side of the side bump pad 49 overlaps the support portion 60 from the outer side W2 in the vehicle width direction, and a plurality of mounting bosses 71 are provided. Are respectively inserted into the plurality of mounting boss insertion holes h. Further, the tip 71T of the mounting boss 71 protruding from the mounting boss insertion hole h is deformed into a head having a larger diameter than the mounting boss insertion hole h (the head of the mounting boss) by heat caulking, and each mounting base 30J , 30S are fixed to the door trim main body portion 31A on the upper side of the reinforcing portion 80, and the mounting base 30K on the lower end portion 50 side of the side bump pad 49 is fixed to the support portion 60 of the upper end portion 80J of the reinforcing portion 80.

  With the above configuration, as shown in FIG. 3, an input when the vehicle is deformed due to a side collision is transmitted from the door beam 12 to the reinforcing portion 80 via the door inner panel 11. Arrow a1 is the vehicle deformation / entry direction, and arrow d is the deformation / entry direction of the door beam 12 and door inner panel 11. Then, the reinforcing portion 80 is pushed out to the vehicle interior side (vehicle width direction inner side W1), and the upper door trim main body portion 31A is deformed and enters the upper side of the operation lever 20. An arrow f indicates a deformation / entry direction of the door trim main body portion 31A.

Further, the vehicle deformation input transmitted to the side collision pad 49 at the time of a side collision is transmitted from the lower end portion 50 of the side collision pad 49 (the mounting base 30K below the side collision pad 49) to the support portion 60 of the upper end portion 80J of the reinforcing portion 80. . Accordingly, the reinforcing portion 80 can be pushed out to the vehicle interior side by the vehicle deformation input transmitted to the side collision pad 49, and the deformation / entry of the upper door trim body portion 31A to the upper side of the operation lever 20 can be further increased. . Arrow a2 is the vehicle deformation / entry direction, and arrow e is the deformation / entry direction of the side impact pad 49.
As a result, the operation lever 20 can be pressed from the upper side by the upper door trim body portion 31A, and a downward force g (force for pressing the operation lever 20 downward) can be applied to the operation lever 20, and the unlocking position of the operation lever 20 can be applied. The rise to the side can be more reliably suppressed.

  And since the door inner panel 11 is interposed between the door beam 12 and the reinforcing portion 80, the door beam 12 can be prevented from coming off the lower end of the reinforcing portion 80 and entering the lower side of the operation lever 20.

[First Embodiment]
As shown in FIG. 7, the reinforcing portion is configured as a clip stay 48 (which serves as a clip base and corresponds to a clip mounting portion) for fixing the door trim 10 to the door inner panel 11.

  The clip stay 48 includes a plurality of plate-like leg portions 48A that rise from the back surface of the door trim 10, and an attachment seat portion 48B that connects ends of the leg portions 48A on the outer side W2 in the vehicle width direction. It faces the door inner panel 11 from the vehicle width direction inner side W1. The plurality of leg portions 48A are arranged at intervals in the vertical direction. The clip connects the mounting seat 48B and the door inner panel 11.

According to this configuration, since the displacement / input of the door inner panel 11 is directly transmitted to the door trim 10, it is possible to increase the force of the door trim main body portion 31A that presses the operation lever 20 from the upper side.
In this case, the clip stay 48 is disposed by placing the lower end surface of the clip stay 48 above the center of the operation lever 20 (the center in the longitudinal direction of the operation lever 20 in the locked position lying down on the front side (see FIG. 1)). The upper door trim main body portion 31A at the provided position can easily enter above the operation lever 20, and the operation lever 20 can be easily pressed from above.
In FIG. 7, the arrow d indicates the deformation / entry direction of the door beam 12 and the door inner panel 11, and the arrow f indicates the deformation / entry direction of the door trim main body portion 31A.

[Second Embodiment]
As shown in FIG. 8, the side impact pads 49 may be enlarged or arranged as separate parts on the back side of the door trim body portion 31A to constitute the reinforcing portion. By using the side bump pad 49, a wider area of the upper door trim main body portion 31A can be pushed, and the operation lever 20 can be reliably pressed from the upper side by the door trim main body portion 31A.

Also in this case, the lower end surface of the side bump pad 49 is configured to be positioned above the center of the operation lever 20 (the center in the longitudinal direction of the operation lever 20 in the locked position lying down on the front side (see FIG. 1)). As a result, the upper door trim main body portion 31A where the side bump pad 49 is provided can easily enter above the operation lever 20, and the operation lever 20 can be easily pressed from above.
In FIG. 8, the arrow d indicates the deformation / entry direction of the door beam 12 and the door inner panel 11, and the arrow f indicates the deformation / entry direction of the door trim main body portion 31A.

4 Seat Back 5 Reclining Device 10 Door Trim 11 Door Inner Panel 12 Door Beam 20 Operation Lever 30K Mounting Base 31A Door Trim Above Upper Operation Lever (Door Trim Body)
31B Lower door trim part (door trim body part)
48 Clip attachment part (clip stay, reinforcement part)
49 Shock absorbing pads (side impact pads, reinforcements)
50 Lower end portion 71 of shock absorbing pad Mounting boss 71T Tip end portion of mounting boss 80 Reinforcing portion 80J Upper end portion of reinforcing portion h Mounting boss insertion hole W1 Vehicle width direction inner side W2 Vehicle width direction outer side

Claims (5)

A vehicle door structure in which an operation lever capable of changing a position between a lock position for locking a reclining device of a seat back and an unlock position above the lock position is opposed to the door trim from the vehicle width direction inside,
A reinforcing portion is provided that increases the rigidity of the door trim portion above the operation lever at the lock position to be higher than the rigidity of the lower door trim portion,
When a load is applied to the door trim from the outside in the vehicle width direction, the upper door trim portion is displaced to the upper side of the operation lever by the load and suppresses the operation lever from being raised to the unlocking position side. Door structure. A door beam is located outside the reinforcing portion in the vehicle width direction,
The vehicle door structure according to claim 1, wherein a door inner panel is located between the door beam and the reinforcing portion.   The shock absorbing pad is attached to the door trim portion on the upper side of the reinforcing portion from the outside in the vehicle width direction, and the lower end portion of the shock absorbing pad overlaps the upper end portion of the reinforcing portion from the outside in the vehicle width direction. The vehicle door structure described. A mounting base is provided at the lower end of the shock absorbing pad,
The mounting base overlaps the upper end of the reinforcing portion from the vehicle width direction outside,
A mounting boss protruding outward in the vehicle width direction from the upper end side of the reinforcing portion is inserted through a mounting boss insertion hole formed in the mounting base,
The front end portion of the mounting boss protruding from the mounting boss insertion hole is deformed to have a larger diameter than the mounting boss insertion hole by heat caulking, and the mounting base is fixed to the upper end portion of the reinforcing portion. 4. The vehicle door structure according to 3.   The vehicle door structure according to any one of claims 1 to 4, wherein the reinforcing portion is configured as an attachment portion of a clip for fixing the door trim to the door inner panel.

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