JP2018062216A - Vehicle door structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a vehicle door structure which can reduce noise in a vehicle cabin.SOLUTION: A vehicle door structure includes: door glass G which can open or close a door opening; a belt molding 11; and a door trim 13 in a vehicle cabin which contacts with the door glass through the belt molding. The vehicle door structure has a relay member 20 between the door glass and the door trim. The relay member is provided at a position where the relay member closely contacts with a door glass surface and at least a door trim surface or a belt molding surface when the door glass is closed. Further, the relay member is bonded to the door glass surface.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle door provided with a door glass that can be raised and lowered, and more particularly to a vehicle door structure having an effect of reducing noise in a vehicle interior.

  A vehicle door such as an automobile has a door glass between a resin door trim and a metal door panel, and the door trim and the door panel are in contact with the door glass through a belt molding attached to the door trim and the door panel. Yes. Many door glasses can be raised and lowered, and have a structure that freely opens and closes an opening of a vehicle door.

  As described above, the vehicle is composed of a large number of members, and conventionally, methods for reducing noise during traveling have been studied. There are many causes of noise during traveling, but the above-mentioned vehicle door is one of them, and it is effective to suppress the movement of the door glass during vehicle traveling and to suppress the intrusion of sound from outside the vehicle. It is considered to be.

  For example, Patent Document 1 proposes a vehicle door glass structure in which a vibration-damping member is attached to a lower side portion of a window glass, assuming that noise is generated in the passenger compartment when the window glass vibrates during travel of the vehicle body.

  Further, for example, in Patent Document 2, it is assumed that the vibration of the door glass during traveling and the entry of sound from the outside of the vehicle are the cause of noise in the vehicle interior, and the door glass and the belt molding are completely sealed with a sound insulating material. A sound insulation structure for a beltline part of a stopped automobile has been proposed.

  Further, for example, in Patent Document 3, it is assumed that sound intrusion from the outside of the vehicle is a cause of noise in the vehicle interior. And the vehicle door glass structure which improved the sound-insulation effect which provided the protrusion part which protrudes below in the predetermined position of the lower end part in at least one of the vehicle rear side edge part is proposed.

  In addition to those disclosed in the above-mentioned patent document, a method for suppressing noise in the passenger compartment by using laminated glass as a door glass is well known.

JP 2002-321526 A JP 2001-219738 A JP 2006-123671 A

  Various sounds, such as various outdoor sounds, engine sounds, motor sounds, road noise related to the vehicle exterior, and aerodynamic noise such as wind noise generated during traveling, are the sound sources of the vehicle interior noise. Such a sound source generates air-propagating sound that propagates air by a substance that mediates sound and solid-propagating sound that propagates through a solid such as a vehicle body. In the case of air-borne sound, air-borne sound (coherent wave) flying from the sound source vibrates the vehicle body, and the vibration of the vehicle body vibrates the air in the passenger compartment and produces noise (hereinafter referred to as “transmitted sound”) There is also.) In the case of solid-propagating sound, the solid-propagating sound propagates through the interior of an object such as a vehicle body to each member exposed to the passenger compartment, and the transmitted solid-propagating sound excites the member to release it into the passenger compartment. It becomes noise. In addition to the above, sound leakage that directly enters the vehicle interior from the gap can also be cited as a cause.

  When trying to suppress the above-mentioned transmitted sound, methods such as increasing the weight of the door glass and the vehicle body, providing a vibration-proofing / damping member, or using a sound-absorbing material are effective. It can be said that the methods described in Documents 1 to 3 are methods for suppressing the transmitted sound and sound leakage. In addition, in order to suppress the solid propagation sound, the above-described method for suppressing transmitted sound and sound leakage is not expected to be effective. Therefore, the path through which the solid propagation sound propagates (hereinafter referred to as “solid propagation path”) There is also a method of insulating.

  In recent years, vehicles such as automobiles have been reduced in weight for the purpose of improving fuel economy performance. For example, in the case of a vehicle door, the thickness of a door glass is reduced from about 3 mm to about 2 mm, and materials for door panels and door trims are used. Attempts have been made to reduce the thickness and weight of each component, such as reducing the weight of the components. However, if the weight of the vehicle body is reduced, it is expected that the noise derived from the transmitted sound in the vehicle interior will increase as described above. Therefore, a new method for reducing the noise is required.

  Accordingly, an object of the present invention is to obtain a vehicle door structure capable of reducing noise in the vehicle interior.

  As a result of intensive studies on the above problems by the present inventors, when the door glass is closed, the belt molding contacting the door trim and the natural rubber or acrylic plate adhered to the door glass are brought into close contact with each other to reduce sound transmission loss. When measured, it was found that the sound insulation performance was improved. The acrylic plate does not have a vibration damping function, and when the door glass thickness is 2 mm and 4 mm, there is no difference in the above effects. It is considered that the noise is not. Further investigations have newly revealed that the above-described effects can be obtained even when a structure capable of sound leakage without completely sealing between the belt molding and the door glass is obtained.

  That is, in this study, it is expected that the noise derived from the solid propagation sound is reduced, not the transmitted sound or the sound leakage. However, in order to reduce the sound of solid propagation, it is usually necessary to insulate the solid propagation path. However, in this study, only natural rubber or an acrylic plate is provided between the belt molding and the door glass. The route is not insulated. Regarding the results obtained by this study, the specific mechanism is unknown, but for example, by using natural rubber or an acrylic plate, the solid propagation path has changed, making it difficult to excite each member, or the solid propagation path It is conceivable that the solid-propagating sound that is being propagated is easily attenuated due to the change of.

  That is, the present invention provides a vehicle door structure including a door glass capable of opening and closing a door opening, a belt molding, and a door trim in a vehicle interior that contacts the door glass via the belt molding. A relay member between the door trim and the door trim, and the relay member is provided at a position in close contact with the door glass surface and at least the door trim surface or the belt molding surface when the door glass is closed. This is a feature of a vehicle door structure.

  According to the present invention, it is possible to obtain a vehicle door structure capable of reducing noise in the vehicle interior.

It is the schematic which showed the positional relationship of each structural member, length L, and length A when the door structure for vehicles of this invention is seen from the compartment side. It is the schematic which showed the positional relationship of each structural member when the cross section of the door structure for vehicles of this invention is seen from a vehicle body back. It is a simple figure explaining arrangement | positioning of the relay member with respect to a door glass and a belt molding. It is a simple figure explaining the external appearance of (a) sound source side and (b) measuring device side about the test body at the time of sound transmission loss measurement.

  The present invention relates to a vehicle door structure comprising a door glass capable of opening and closing a door opening, a belt molding, and a door trim in a vehicle compartment that contacts the door glass via the belt molding, the door glass and the A relay member is provided between the door trim, and the relay member is provided at a position in close contact with the door glass surface and at least the door trim surface or the belt molding surface when the door glass is closed. This is a vehicle door structure.

  One preferred embodiment of the present invention is described below with reference to FIGS. Further, as shown in the drawings, in the present specification, in the present specification, the front side of the vehicle body (the windshield side) from the rear side in the X direction, the vehicle body height direction in the Y direction, and the vehicle body side to the vehicle exterior side The direction. The Y direction plus side is “upward” and the minus side is “downward”. In FIG. 1, the vehicle compartment side door panel and the door trim are omitted for the sake of clarity.

(Door glass G)
The door glass G is provided at the opening of the door, and as shown in FIG. 1, the door glass G moves up and down along the glass run 1 provided around the door so that the door opening can be opened and closed. In general, an elevating mechanism for elevating and lowering the door glass G is provided below the door glass G, but is not illustrated in this specification. In addition, “when the door glass is closed” refers to a state in which there is no gap through which air passes between the door glass G and the door in the Y direction of the door opening, as shown in FIG. A glass run 1 or the like may be interposed between them.

  Moreover, said glass run 1 is a member provided in the sliding part of the door glass G, and ethylene propylene rubber, an olefin elastomer, etc. are widely used. By providing the glass run 1, the door glass G can be raised and lowered smoothly. The glass run 1 is attached to a door opening frame (not shown).

  The door glass G may be a generally used glass plate such as soda lime glass or colored glass, and is not particularly limited. Further, a transparent resin plate such as polycarbonate resin may be used.

  Moreover, since this invention is especially effective when using a glass plate with a single plate, it is preferable that the door glass G is one glass plate. By using the present invention, it is possible to reduce noise in the passenger compartment without using laminated glass that increases in weight. Further, considering the design of the vehicle body, the air resistance during travel, and the like, the door glass G is usually curved three-dimensionally, so the door glass G may have a curved surface.

  The plate thickness of the door glass G is not particularly limited, and may be appropriately selected according to desired performance. For example, a glass plate of about 1 to 6 mm may be used. Moreover, since this invention is effective also in the vehicle door reduced in weight, it is more preferable to use a glass plate about 1-3 mm.

(Belt Mall 11, 31)
The belt moldings 11 and 31 are belt-like members provided between the door glass G and the door trim 13 and between the door glass G and the vehicle exterior door panel 30, respectively, and by filling the gap between the members, It prevents rainwater and dust from entering the inside. In FIG. 2, the belt molding 11 is assembled to the door trim 13. However, the belt molding 11 is not limited to this and may be assembled to the vehicle compartment side door panel 10. Moreover, the belt moldings 11 and 31 are respectively integrated with the normal door trim 13 and the passenger compartment side door panel 30 and are in contact with the door glass G that moves up and down. Further, in this specification, as shown in FIG. 2, the protruding portions that come into contact with the door glass G are referred to as lip portions 12 and 32.

  Moreover, the belt moldings 11 and 31 are long members, and are provided in the direction along the X direction of the door glass G as shown in FIG. At this time, the peripheral portion in the X direction of the door glass G is held by the glass run 1, and the belt moldings 11 and 31 may not come into contact with the peripheral portion. Therefore, the length L in the longitudinal direction of the belt molding 11 may be shorter than the maximum length of the door glass G in the X direction.

  The belt moldings 11 and 31 may be any resin or elastic material having appropriate weather resistance and water resistance, and are not particularly limited. For example, a hard resin such as polypropylene resin or AES resin is attached to the door trim 13 and the exterior door panel 30, elastic materials such as olefin elastomer are used for the lip portions 12 and 32 that are in contact with the door glass G, polyvinyl chloride resin, or the like Alternatively, a soft resin may be used.

(Door panels 10, 30)
The door panel covers almost the entire length of the door of the vehicle body in the X direction and covers the belt moldings 11 and 31 in the Y direction. The door panel has a vehicle compartment side door panel 10 and a vehicle exterior door panel 30 with a door glass G interposed therebetween, and both the vehicle compartment side door panel 10 and the vehicle exterior door panel 30 are usually made of metal, and the vehicle compartment side door panel 10 and the vehicle exterior door panel. 30 are combined so as to be integrated. Further, a space S in which the door glass G can be accommodated when the door glass G is opened is provided between the passenger compartment door panel 10 or the door trim 13 and the vehicle exterior door panel 30, and the glass run 1 described in FIG. It is provided in the space S. Further, as described above, the belt molding 31 is installed on the upper side of the vehicle exterior door panel 30 and is in contact with the door glass G that moves up and down via the lip portion 32 of the belt molding 31. In addition to the above, in the space S between the door panels, a door glass G lifting and lowering device, a speaker, etc. (not shown) are provided.

  The compartment side surface of the compartment side door panel 10 is covered with a door trim 13 on the compartment side. In recent years, the door trim 13 has a tendency to be molded with resin and is a member exposed in the vehicle interior, so that the surface is provided with unevenness and various switches. Examples of the material of the door trim 13 include plant-derived plastic, urethane resin, polypropylene resin, polyamide resin, foamed plastic (foamed polypropylene, foamed polyamide, etc.), and foamed plastic is particularly used for the purpose of reducing the weight of the vehicle body. preferable. In FIG. 2, the upper side of the passenger compartment door panel 10 is assembled to the door trim 13.

(Relay member 20)
The relay member 20 is a member that is in close contact with the surface of the door glass G and at least the surface of the door trim 13 or the belt molding 11 when the door glass G is closed. As described above, although the specific mechanism is unknown, by providing the relay member 20 between the door glass G and the door trim 13 and between the door glass G and the belt molding 11, solid propagation in the vehicle interior is achieved. It is considered that noise derived from sound can be reduced.

  As the relay member 20, it is possible to use natural rubber, various elastomer materials, elastic materials such as springs, plastic plates such as acrylic resins, ceramic plates, metal plates, glass, wooden plates, and the like. In addition, commercially available damping materials, for example, damping materials in which viscoelastic materials such as resin materials, rubber, and asphalt are bonded to a base material such as metal and plastic, and metal materials such as resin materials, rubber, and asphalt viscoelastic materials are used. Damping material containing powder may be used. Further, as the relay member 20, it is considered that a high-density material that easily causes solid propagation is preferable. For example, in the case of an acrylic resin plate, a rubber plate, and a foamed polyethylene plate, acrylic resin ≧ rubber in order of solid propagation. It is considered that the sound insulation performance is higher in the order of plate> foamed polyethylene plate.

  When the relay member 20 is assembled to the door glass G, the belt molding 11, the door trim 13, the vehicle compartment side door panel 10, or the like, it is easy to use an adhesive. For example, the relay member 20 in which a double-sided tape is attached to the surface of a plastic plate or natural rubber may be attached to the surface of the door glass G.

  In addition, when the door glass is closed, the relay member 20 is in close contact with the surface of the belt molding 11, and the contact surface of the relay member 20 with the belt molding 11 is made of plastic, ceramic, metal, glass, and It is preferably at least one selected from the group consisting of wood. Usually, since the belt molding 11 is a member having elasticity such as rubber or a soft resin, the contact surface of the relay member 20 with the belt molding 11 does not necessarily need to improve the shape followability by using an elastic material. A suitable material can be selected from a plastic plate, a ceramic plate, a metal plate, glass, a wooden plate, and the like.

  Since the relay member 20 is provided along the longitudinal direction of the belt molding 11 and the upper side of the door trim 13, for example, as shown in FIG. 1, the relay member 20 is generally a long member along the X direction. Is. Moreover, even if it is not set as a long member, as shown to (c) of FIG. 3, for example, you may arrange several members which are not long. Further, the shape of the cross section (YZ plane) of the relay member 20 is not particularly limited, such as a quadrangle, a polygon, a circle, a semi-circle, a kamaboko shape, or an indeterminate shape. For example, as shown in FIG. In the case of bonding to the glass G, it is preferable to use a quadrangular, polygonal, semicircular, or paddle type so that the bonding surface is a flat surface. The contact surface of the relay member 20 with each member may be a curved surface or a flat surface, and is not particularly limited. Further, it is convenient to use a long plate-like relay member 20 (cross-sectional shape is rectangular) as the relay member 20.

  In addition, in the case of a normal vehicle door, water that may be caused by rainfall or condensation may accumulate in the passenger compartment door panel 10 or the door trim 13, and as a countermeasure, a water drain hole is provided at the bottom of the door structure as a countermeasure. It corresponds to the problem. When the relay member 20 is a long member and the length in the X direction is A, the maximum length of A is the same as the length L of the belt molding 11, but L = A as in the present invention. If such a long relay member 20 is provided, water does not fall below the relay member 20, and there is a concern that a new problem of insufficient draining may occur. Therefore, it is preferable that the relay member 20 has the water draining structure 21.

  FIG. 3 shows a view for explaining the arrangement of the relay member 20 with respect to the belt molding 11. As shown to (a) of FIG. 3, when L = A, it is preferable to provide a through-hole as the drainage structure 21. Even if the through hole is not formed in the relay member 20 itself, the through hole 21 can be formed by providing the relay member 20 with L> A as shown in FIG. That is, it is preferable that the maximum length L in the longitudinal direction of the belt molding 11 and the total length A of the relay member 20 in the direction along the longitudinal direction of the belt molding 11 satisfy L> A. . The lower limit value is not particularly limited, but if A ≦ 1 / 2L, there is no difference in the effect of reducing noise, and therefore L> A ≧ 1 / 2L may be set. Further, the upper limit value of A may be set to 0.95 L or less, for example. Moreover, as shown in (c), a plurality of relay members 20 may be installed at intervals to form the water draining structure 21.

  The relay member 20 is desirably provided in the space S that is not normally visually recognized, and is preferably bonded to the door glass G. The belt molding 11, the door trim 13, and the passenger compartment door panel 10 may be bonded together, or the belt molding 11 and the door trim 13 may be integrally molded in a protruding shape so as to be in close contact with the door glass G surface. In that case, when door glass G raises / lowers, since friction will arise between relay members 20, it may not be suitable for long-term use.

  In the case of bonding to the door glass G, the adhesive is not particularly limited, but may be simply bonded with a double-sided tape or the like. Alternatively, a separate fixing member may be provided on the door glass G and the relay member 20 may be held by the member.

  Moreover, it is preferable that the relay member 20 is in close contact with the surface of the belt molding 11 when the door glass G is closed. Accordingly, since the belt molding 11 is closer to the door glass G than the door trim 13, the positioning and attachment of the relay member 20 can be facilitated.

  EXAMPLES Hereinafter, although an Example demonstrates this invention in detail, this invention is not limited to the Example which concerns. The following test evaluated the noise reduction effect of the vehicle door structure according to the present invention (hereinafter sometimes referred to as “sound insulation performance”).

<Measurement of sound transmission loss>
The test was performed with reference to JIS A 1416 “Measurement method of air blocking performance of building members in the laboratory (type I test room)”. Further, based on the JIS, the sound transmission loss at the center 1/3 octave center frequency was measured. In the measurement, the sound source was placed outside the vehicle, and the measuring instrument was placed inside the vehicle. In addition, since transmitted sound and solid propagation sound are generated from any sound source, it is impossible to separately measure the sound insulation performance against transmitted sound, solid propagation sound, and sound leakage in this measurement method. Therefore, the obtained result is sound insulation performance against noise including all elements of transmitted sound, solid propagation sound, and sound leakage.

  Specifically, using a type I test chamber (reverberation chamber) described in JIS A1416: 2000, as shown in FIGS. 4A and 4B, two wooden ledges 40 (25 mm × 25 mm) The specimen 42 described later was fixed and installed, and the sound transmission loss was measured by the method described in JIS A1416: 2000. Further, the measurement was performed at 17 points of 250 Hz to 10 kHz.

<Test body>
As shown in FIG. 4, the used test body 42 includes an exterior door panel 30 on which a mirror 41 is installed, and a door glass G (soda lime) fixed so that there is no gap in the opening via the glass run 1. Glass, thickness 3.1 mm), and door glass 13 having door trim 13 on the vehicle side from door glass G, belts between vehicle side door panel 30 and door glass G, and between door trim 13 and door glass G, respectively. The malls 31 and 11 are provided so that there is no gap. Further, the belt moldings 31 and 11 are assembled to the vehicle compartment side door panel 30 and the door trim 13, respectively.

  Further, the relay member 20 is bonded to the lower side of the door glass G that cannot be seen from the outside with a double-sided tape. The relay member 20 is in close contact with the belt molding 11 on the passenger compartment side.

Example 1
First, a base test body 42 without the relay member 20 was created, and the sound insulation performance was measured. Next, the test specimen 42 was provided with one foamed polyethylene plate relay member 20 (thickness 5 mm, A / L = 1), and the sound insulation performance was measured. The difference between the measured value of the obtained example and the measured value of the base specimen was calculated, and the presence or absence of the effect of reducing the noise in the passenger compartment was evaluated. In addition, L is the length of the vehicle interior side belt molding 11 in the Y direction, and A is the length of the relay member 20 in the Y direction. As a result, the difference from the base specimen was an average of +0.4 dB at 250 Hz to 1 kHz, and the sound insulation performance was improved.

Example 2
Except for using one natural rubber plate (thickness 5 mm, A / L = 1) as the relay member 20, the presence or absence of the effect of reducing noise in the vehicle interior was evaluated in the same manner as in Example 1. As a result, the difference from the base specimen was an average of +0.8 dB at 250 Hz to 1 kHz, and an average of +0.6 dB at 2 kHz to 10 kHz, and an improvement in sound insulation performance was observed, respectively. Further, in Example 2, the sound insulation performance was improved as a whole, and the average was +0.7 dB at all measurement points.

Example 3
Evaluation was made in the same manner as in Example 2 except that the thickness of the door glass G was set to 2 mm. As a result, the difference from the base specimen was an average of +0.4 dB at 250 Hz to 1 kHz, and an average of +0.6 dB at 2 kHz to 10 kHz, and an improvement in sound insulation performance was observed, respectively. Further, in Example 3, the sound insulation performance was improved as a whole, and the average was +0.5 dB at all measurement points.

Example 4
Evaluation was made in the same manner as in Example 2 except that the thickness of the door glass G was set to 4 mm. As a result, the difference from the base specimen was an average of +0.4 dB at 250 Hz to 1 kHz, and an average of +0.5 dB at 2 kHz to 10 kHz, and an improvement in sound insulation performance was observed, respectively. Moreover, in Example 4, the sound insulation performance was improved as a whole, and the average was +0.4 dB at all measurement points.

Example 5
Evaluation was performed in the same manner as in Example 1 except that one piece of acrylic resin plate (thickness 4 mm, A / L = 1) was used as the relay member 20. As a result, the difference from the base specimen was an average of +0.8 dB at 250 Hz to 1 kHz, and an average of +0.5 dB at 2 kHz to 10 kHz, and an improvement in sound insulation performance was observed, respectively. In addition, the sound insulation performance was improved overall in Example 5, and the average was +0.6 dB at all measurement points.

Example 6
Evaluation was performed in the same manner as in Example 1 except that one natural rubber plate (thickness 5 mm) of A / L = 0.5 was used as the relay member 20. As a result, the difference from the base specimen was an average of +0.3 dB at 2 kHz to 10 kHz, and the sound insulation performance was improved. Moreover, the difference in all the measurement points of Example 6 was an average +0.2 dB.

Example 7
The relay member 20 was evaluated in the same manner as in Example 1 except that a natural rubber plate having a different total length A as shown in Table 1 was used. Each natural rubber plate is divided into approximately 10 equal parts so as to have a desired total length, and is arranged in a line at intervals in the Y direction as described in FIG. Gluing was performed.

  From the above, it has been shown that the vehicle door structure in which the relay member is bonded to the door glass surface and the relay member is in close contact with the passenger compartment door trim when the door glass is closed has an effect of reducing noise in the passenger compartment. In the range of 250 to 1 kHz, it is easy to see the influence of road noise sound and engine sound during driving. In the range of 2 to 10 kHz, the influence of aerodynamic noise such as wind noise, motor sound, and sound leakage is easy to see. In this example, the sound insulation performance was improved as a whole without any decrease in the sound insulation performance in a specific frequency band.

  Moreover, from Examples 1, 2, and 5, it was found that the amount of increase in the sound insulation performance was greater when the acrylic resin plate and the natural rubber plate were used as the relay member than with the foamed polyethylene. Generally, the transmitted sound vibrates the door glass and the door panel, so that the sound insulation performance is improved when a vibration damping material is attached to the door glass or the door panel. However, the acrylic resin plate having improved sound insulation performance in Example 5 is not a material used as a vibration damping material, and is considered to have a low vibration damping effect. In addition, the natural rubber plate and the acrylic resin plate, which are generally considered to have a vibration damping effect, have similar sound insulation performance. That is, it is considered that the vibration damping effect of the door glass or door panel according to the present invention is low.

  Furthermore, in Examples 2-4, although the thickness of the door glass was changed, there was no big difference in the raise amount of the sound insulation performance between Examples. If it is considered that the relay member dampens the door glass, the thinner the door glass, the more effective the damping material is and the greater the suppression effect of transmitted sound. The amount of increase increases. That is, this example has an effect of reducing noise, but is considered to have a low effect of reducing noise derived from transmitted sound.

  Further, in Examples 6 and 7, the sound insulation performance is measured by changing the length of the relay member. The longer the relay member, the higher the sound insulation performance, while the gap between the door glass and the door trim is not completely filled. It was found that the sound insulation performance was improved. In addition, No. 6 of Example 6 and Example 7. In both cases, A / L is 0.5 and there is a difference between one or more relay members, but both have the same sound insulation performance. Furthermore, from Example 7, when A / L is 0.5 or less, the difference from the base specimen and the total length of the relay member do not change linearly, regardless of the total length of the relay member. It was found that the sound insulation performance was improved by about +0.3 dB. Therefore, it is considered that the reduced noise is not simply derived from sound leakage.

  From the above, it is considered that the relay member of the present invention does not greatly affect the transmitted sound and sound leakage. However, the relay member of the present invention does not insulate the solid propagation path of the solid propagation sound.

<Consideration of solid propagation path>
Considering the above points, it is considered that the solid propagation path is changed by installing the relay member between the door glass and the belt molding. The solid propagation path in the vicinity of the measured belt molding is (1) vehicle exterior door panel-vehicle exterior belt molding-door glass, (2) (not shown) glass fixing portion-door glass-glass fixing portion, and (3) door. It is thought that it is glass-vehicle interior side belt molding-vehicle interior door trim. When there is no relay member, the ease of solid propagation is expected to be the highest in (2), but the provision of the relay member may have facilitated the propagation of the solid propagation path in (3).

  The mechanism for improving the sound insulation performance, which is obtained when the solid propagation path (3) becomes easy to propagate, is unknown. For example, the solid propagation sound attenuates in the propagation process in the solid propagation path (3), and eventually the vehicle interior side door trim and the vehicle interior side belt molding are difficult to be excited, or the solid propagation path (2) propagates. It is conceivable that the solid propagation sound partially propagates to the solid propagation path (3), which makes it difficult for the door glass to be excited in the solid propagation path (2).

  From the above, the present invention is considered to be effective in suppressing noise derived from solid propagation sound. In general, it is understood that the sound insulation performance of the solid propagation sound does not change even if the vehicle body is lightened. Therefore, the vehicle door structure of the present invention is considered to be effective for a lightened vehicle body.

G: door glass, S: space, 1: glass run, 10: vehicle compartment side door panel, 11: vehicle compartment side belt molding, 12: lip portion, 13: vehicle interior door trim, 20: relay member, 21: drainage structure 30: Vehicle exterior door panel, 31: Vehicle exterior belt molding, 32: Lip part, 40: Wooden push plate, 41: Mirror, 42: Specimen

Claims (7)

In a vehicle door structure comprising a door glass capable of opening and closing a door opening, a belt molding, and a door trim in a vehicle interior that contacts the door glass via the belt molding,
Having a relay member between the door glass and the door trim;
The relay door member is provided at a position in close contact with the door glass surface and at least the door trim surface or the belt molding surface when the door glass is closed. The vehicle door structure according to claim 1, wherein the relay member has a water draining structure. The maximum length L in the longitudinal direction of the belt molding and the total length A of the relay member in the direction along the longitudinal direction of the belt molding satisfy L> A. Or the door structure for vehicles of Claim 2. The vehicle door structure according to any one of claims 1 to 3, wherein the relay member is bonded to the surface of the door glass. The vehicle door structure according to any one of claims 1 to 4, wherein when the door glass is closed, the relay member is in close contact with the surface of the belt molding. When the door glass is closed, the relay member is in close contact with the surface of the belt molding, and the contact surface of the relay member with the belt molding is selected from the group consisting of plastic, ceramic, metal, glass, and wood. 6. The vehicle door structure according to claim 1, wherein the vehicle door structure is at least one. The vehicle door structure according to any one of claims 1 to 6, wherein the door glass has a thickness of 3 mm or less.

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