JP2022074624A - Vehicle door trim - Google Patents

Abstract

To provide a vehicle door panel which has high ability for absorbing an impact load at the time of side collision.SOLUTION: In an opening (40) blocked by an armrest (30), bridging parts (50, 60) are bridged and integrated from an edge (41) on a passenger compartment side to an edge (42) on an outer side of a vehicle. A rib (70) extending in a vehicle width direction is provided on an undersurface (50a) of the bridging part (50). The bridging part (50) and the rib (70) are so configured to deflect wholly when a load is added to a door trim body (20) in the vehicle width direction.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle door trim having a structure for absorbing an impact load at the time of a side collision.

A door trim body is provided on the passenger compartment side of the vehicle door. When an impact load is applied to the door trim body from the side due to a side collision or the like, the door trim body is deformed to absorb the impact load. Patent Document 1 discloses a prior art relating to a door trim body having a structure for absorbing such an impact.

The door trim main body disclosed in Patent Document 1 has a bulging portion that bulges toward the vehicle interior side of the door trim main body. On the upper surface of the bulge, a panel equipped with a switch such as a power window and an armrest on which the occupant puts his elbow are attached.

The upper surface of the bulging portion penetrates in the vertical direction and has an opening that is closed when the armrest is attached. This opening has a shape in which the front-rear direction of the vehicle is the longitudinal direction. A plurality of substantially plate-shaped bridging portions are bridged in the vehicle width direction from the edge on the passenger compartment side of the opening to the edge on the outer side of the vehicle. Each bridge is integrally configured with the door trim body. When an impact load is applied to the door trim body from the side due to a side collision or the like, the bridge portion is deformed to absorb the impact load.

Japanese Unexamined Patent Publication No. 2010-126050

The bridging portion has a groove formed in the center in the bridging direction, and is bent in an inverted V shape with this groove as a base point. Therefore, when a load is applied to the bulging portion in the outward direction at the time of lateral collision, the bridging portion is further bent with the groove as a base point. The bent bridging part contacts the back surface of the armrest and pushes up the armrest. The pushed-up armrest comes off from the door trim body, and the stroke amount that the bulging portion is displaced toward the outside of the vehicle can be secured.

On the other hand, since the bridging portion has a shape that is easily bent, its ability to absorb an impact load is low, and there is room for improvement.

An object of the present invention is to provide a vehicle door panel having a high ability to absorb an impact load at the time of a side collision.

According to the first aspect of the present invention, in a vehicle door trim having a door trim main body having a bulging portion inward in the vehicle width direction and an armrest fixed to the upper surface of the bulging portion.
The upper surface of the bulge has a long opening in the vehicle front-rear direction that is blocked by the armrest.
From the edge on the passenger compartment side of the opening to the edge on the outer side of the vehicle, the bridging portion is spanned and integrated in the vehicle width direction.
A rib extending in the vehicle width direction is provided on the lower surface of the bridging portion.
Provided is a vehicle door trim characterized in that the bridging portion and the rib are configured to flex as a whole when a load is applied to the door trim main body in the vehicle width direction.

As described in claim 2, preferably, the width of the bridging portion is set so as to be narrowed from one end of the vehicle outside or the vehicle interior side toward the other end.

As described in claim 3, preferably, the width of the other end portion is set to be substantially the same as the thickness of the rib.

As described in claim 4, preferably, the bridging portion and the back surface of the armrest do not come into contact with each other and have a gap between them.

As described in claim 5, preferably, the outdoor edge of the opening of the door trim body has a plate-shaped fixing portion for fixing the armrest to the door trim body.
The armrest has a fixed portion that can be fixed to the fixed portion of the door trim body.
The fixing portion of the door trim body has a through hole penetrating the fixing portion in the vehicle width direction.
When the opening of the door trim main body is viewed from above, a pair of the bridging portions are provided in the front-rear direction of the vehicle so as to sandwich the opening with a gap from the center line of the through hole.

As described in claim 6, preferably, the through hole is located substantially in the center of the opening in the front-rear direction of the vehicle in the edge of the opening on the passenger compartment side.

In claim 1, a bridging portion is bridged and integrated in the vehicle width direction from the edge on the passenger compartment side to the edge on the outer side of the vehicle in the opening closed by the armrest. A rib extending in the vehicle width direction is provided on the lower surface of the bridging portion. The bridging portion and the rib are configured to bend as a whole when a load is applied to the door trim main body in the vehicle width direction.

In other words, the bridging portion and the rib are uniformly configured without including fragile portions such as grooves and notches. Compared to a case where a fragile part is provided in a part of the bridging part and bent from the fragile part as a base point, the impact can be reliably absorbed even at the initial stage of a collision due to the gentle bending deformation. Therefore, the vehicle door trim has a high ability to absorb the impact load at the time of a side collision. In addition, it is possible to exhibit sufficient impact absorption performance while ensuring appropriate rigidity against a static load from the upper part of the armrest and a static load from the indoor side.

In claim 2, the width of the bridging portion is set so as to be narrowed from one end of the vehicle outside or the vehicle interior side toward the other end. Compared to the case where the width of the bridging portion is constant, the bridging portion is more likely to bend. It is possible to suppress the impact load from rising or falling too much. Furthermore, because the width is narrow, it also contributes to weight reduction of the door trim body.

In claim 3, the width of the other narrow end is set to be substantially the same as the thickness of the rib. Since the bridging portion tends to bend in the front-rear direction of the vehicle, it becomes difficult to contact the armrest located above the bridging portion. The impact absorption capacity of the door trim is stable.

In claim 4, the bridging portion and the back surface of the armrest do not come into contact with each other and have a gap between them. Therefore, when the bridging portion is deformed together with the door trim main body at the time of side collision, the deformed bridging portion is less likely to come into contact with the armrest. That is, the deformation of the door trim body is less likely to affect the armrest, and the door trim body and the armrest are more likely to surely exert their shock absorbing ability.

In claim 5, the outdoor edge of the opening of the door trim body has a plate-shaped fixing portion for fixing the armrest to the door trim body. When the opening of the door trim body is viewed from above, a pair of bridging portions are provided in the front-rear direction of the vehicle so as to sandwich the opening of the door trim body with a gap from the center line of the through hole of the fixing portion. That is, a pair of bridging portions, which are elements capable of absorbing shock, are arranged in the vicinity of the fixed portion of the door trim main body. Therefore, the armrest can be stably held with respect to the door trim main body, there is little rattling at the initial stage of a collision, and stable behavior can be obtained against a continuous impact.

In claim 6, the through hole is located substantially at the center of the opening in the front-rear direction of the vehicle in the edge of the opening on the vehicle interior side. That is, the fixed portion of the door trim body is arranged in the center without being biased in any of the front-rear directions of the vehicle. The armrest can be stably held, there is little rattling at the initial stage of a collision, and stable behavior can be obtained against a continuous impact.

FIG. 1A is a perspective view of a vehicle door trim according to the first embodiment. FIG. 1B is an exploded perspective view of the vehicle door trim shown in FIG. 1A. FIG. 2A is an enlarged view of the second opening of the door trim body shown in FIG. 1B. FIG. 2B is a 2B arrow view of FIG. 2A. FIG. 3A is a 3A enlarged view of FIG. 2A. FIG. 3B is a 3B arrow view of FIG. 3A. FIG. 4 is a sectional view taken along line 4-4 of FIG. 1A. FIG. 5 is a diagram illustrating a pair of bridging portions in a state looking up from below. FIG. 6 is a graph showing the impact absorption characteristics of the vehicle door trim as compared with the prior art. FIG. 7 is a perspective view of the periphery of the bridging portion of the vehicle door trim according to the second embodiment.

Embodiments of the present invention will be described below with reference to the accompanying drawings. In the explanation, left and right refer to left and right based on the occupant of the vehicle, and front and rear refer to front and rear based on the traveling direction of the vehicle. In the figure, Fr indicates the front, Rr indicates the rear, In indicates the inside in the vehicle width direction when viewed from the occupant, Ou indicates the outside in the vehicle width direction when viewed from the occupant, Up indicates the top, and Dn indicates the bottom.

<Example 1>
FIG. 1A shows the vehicle door trim 10 according to the first embodiment. The vehicle door trim 10 is provided on the inner surface of the driver's seat door panel (not shown) in the vehicle width direction (hereinafter referred to as the vehicle interior side). The vehicle door trim 10 is composed of a door trim main body 20, an armrest 30 on which a vehicle occupant rests his elbows, and a panel 11 arranged in front of the armrest 30.

See FIG. 1B. The door trim main body 20 has a bulging portion 22 that bulges toward the passenger compartment side with respect to the surface 21 on which the opening 21a for the door handle is formed. A first opening 24 and a second opening 40 (opening), each of which penetrates in the vertical direction, are formed on the upper surface 23 of the bulging portion 22. The first opening 24 is closed by the panel 11. The second opening 40 is closed by the armrest 30. The first opening 24 and the second opening 40 have a longitudinal direction in the front-rear direction of the vehicle.

The panel 11 is fitted with a pull pocket 12 on which the occupant rests when closing the door. The panel 11 is formed with a plurality of holes 11a for exposing various switches such as power windows.

See FIGS. 2A and 2B. A front fixing portion 25 capable of fixing the front portion of the armrest 30 (see FIG. 1B) is provided between the first opening 24 and the second opening 40. The front fixing portion 25 has an L-shaped plate shape. The front fixing portion 25 is integrally configured with the door trim main body 20, and can be said to be a portion that separates the first opening 24 and the second opening 40. The front fixing portion 25 has a front through hole 25a through which a fastening member (not shown) such as a screw can penetrate in the vehicle width direction.

Behind the second opening 40, a rear fixing portion 26 capable of fixing the rear portion of the armrest 30 (see FIG. 1) is provided. The rear fixing portion 26 has a plate shape extending in the vertical direction. The rear fixing portion 26 has a rear through hole 26a through which a fastening member (not shown) such as a screw can penetrate in the vehicle width direction.

The second opening 40 has an edge 41 on the vehicle interior side extending in the front-rear direction of the vehicle, an edge 42 on the outside in the vehicle width direction (hereinafter referred to as the outside of the vehicle), and a leading edge 43 which is the rear end of the front fixing portion 25. It is a region surrounded by the trailing edge 44, which is the front end of the rear fixing portion 26, and the trailing edge 44.

A fixing portion 45 for fixing the armrest 30 is provided on the outer edge 42 of the second opening 40. The fixing portion 45 has a plate-shaped plate-shaped portion 46 extending in the vertical direction and a through hole 46a penetrating the plate-shaped portion 46 in the vehicle width direction.

The dimension L1 from the leading edge 43 of the second opening 40 to the center line CL of the through hole 46a and the dimension L2 from the center line CL to the trailing edge 44 of the second opening 40 are substantially equal to each other (L1≈L2). ). That is, the through hole 46a is located substantially in the center in the vehicle front-rear direction in the edge 41 on the vehicle interior side of the second opening 40.

In the second opening 40, a pair of bridging portions 50, 60 are bridged in the vehicle width direction from the edge 41 on the vehicle interior side of the second opening 40 to the edge 42 on the outside of the vehicle. Each of the bridging portions 50 and 60 is integrally configured with the door trim main body 20. Of the pair of bridging portions 50, 60, the one on the front side of the center line CL is referred to as the front bridging portion 50, and the one on the rear side of the center line CL is referred to as the rear bridging portion 60. In addition, instead of a pair of bridging portions 50, 60, a single bridging portion may be provided.

On the rear side of the rear bridging portion 60, a second bridging portion 55 is provided in the vicinity of the trailing edge 44 of the second opening 40.

Looking at the second opening 40 of the door trim main body 20 from above (see FIG. 2B), the front connecting portion 50 and the rear connecting portion 60 are located in the vicinity of the center line CL of the through hole 46a. Specifically, the front connecting portion 50 and the rear connecting portion 60 are positioned so as to sandwich the center line CL of the through hole 46a with a gap.

The edge 41 on the vehicle interior side has a plurality of (for example, four) locking holes 48 that penetrate in the vehicle width direction and can be locked with the armrest 30. Two of these locking holes 48 are arranged on the front side and two on the rear side with respect to the center line CL.

The edge 42 on the outside of the vehicle bulges so as to bulge toward the outside of the vehicle. Of the outer edges 42 of the vehicle, the outermost portion 42a of the vehicle is located substantially in the center in the front-rear direction of the vehicle. The outer edge 42 of the vehicle has a plurality of (for example, four) locking holes 49 that penetrate in the vertical direction and can be locked with the armrest 30. Two of these locking holes 49 are arranged on the front side and two on the rear side with respect to the center line CL.

See FIGS. 3A and 4. At the position where the front connecting portion 50 is provided in the second opening 40, the edge 42 on the outer side of the vehicle is set higher than the edge 41 on the vehicle interior side. The front bridging portion 50 has a substantially L-shape as a whole when viewed along the front-rear direction of the vehicle.

The front bridging portion 50 has a plate-shaped first plate-shaped portion 51 extending upward from the edge 41 on the vehicle interior side and an ascending slope from the upper end 51a of the first plate-shaped portion 51 to the outer edge 42 of the vehicle. A plate-shaped second plate-shaped portion 52 extending in a shape is integrally formed.

The thickness T1 of the bridging portion is constant from the first plate-shaped portion 51 to the second plate-shaped portion 52.

See FIGS. 3A and 3B. The dimension between the front end surface 52a and the rear end surface 52b of the second plate-shaped portion 52 is the width W2 of the second plate-shaped portion 52. The width W2 of the second plate-shaped portion 52 is set in a tapered shape so as to narrow from the end portion 54 on the outer side of the vehicle of the second plate-shaped portion 52 toward the end portion 53 on the vehicle interior side.

The width of the end portion 53 on the passenger compartment side of the front connecting portion 50 is defined as the width W2a. The dimension between the front end surface 51a and the rear end surface 51b of the first plate-shaped portion 51 is defined as the width W1 of the first plate-shaped portion 51. The width W2a of the end portion 53 on the vehicle interior side is substantially equal to the width W1 of the first plate-shaped portion 51 (W2a≈W1). The width W1 of the first plate-shaped portion 51 is substantially constant.

See FIGS. 4 and 5. A rib 70 extending in the vehicle width direction is provided on the lower surface 50a of the front connecting portion 50. The rib 70 has a substantially triangular shape when viewed along the vehicle front-rear direction (see FIG. 4), and is integrally formed with the first plate-shaped portion 51 and the second plate-shaped portion 52. The end portion 71 of the rib 70 on the vehicle interior side extends below the edge 41 on the vehicle interior side.

The dimension from the lower surface 50a of the front connecting portion 50 to the lower end surface 70a of the rib 70 is defined as the height H1 of the rib 70. The height H1 of the rib 70 is set low from the vehicle interior side toward the vehicle outside. The vehicle outer end 72 of the rib 70 is located closer to the vehicle interior than the vehicle outer edge 42. That is, the rib 70 is not bridged to the second opening 40.

See FIG. 3B. The dimension between the front surface 70b of the rib 70 and the rear surface 70c of the rib 70 when viewed along the vehicle width direction is defined as the thickness T2 of the rib 70. The thickness T2 of the rib 70 is constant.

The width W2a of the end portion 53 on the vehicle interior side of the second plate-shaped portion 52 is set to be slightly longer than the thickness T2 of the rib 70. The width W2a on the most passenger compartment side may be set to be the same as the thickness T2 of the rib 70.

See FIG. The armrest 30 is composed of a base material 31, a cushion material 32 provided in accordance with the base material 31, and a skin 33 covering the base material 31 and the cushion material 32. The base material 31 has a substantially L-shape in a cross-sectional view along the front-rear direction of the vehicle. Specifically, the base material 31 covers a wall portion 34 whose lower end is supported by the bulging portion 22 and extends upward, and a second opening 40 which extends outward from the upper end of the wall portion 34 toward the outside of the vehicle. The top plate portion 35 and the fixed portion 36 that is located below the top plate portion 35 and can be fixed to the fixing portion 45 of the door trim main body 20 are integrally configured.

The fixed portion 36 of the armrest 30 is fixed to the fixing portion 45 of the door trim main body 20 by, for example, screwing. The fixed portion 36 has a fastening hole 36a in which a female screw is formed on the inner peripheral surface. The fastening hole 36a extends in the vehicle width direction and can be screwed to the shaft portion 37b of the screw 37. The head 37a of the screw 37 and the end surface of the fixed portion 36 sandwich the fixing portion 45 of the door trim main body 20.

Instead of screwing, a fixing method by heat caulking may be adopted. Specifically, the fixed portion (not shown) of the armrest 30 is penetrated through the through hole 46a of the door trim main body 20, and the tip of the fixed portion is heated and deformed so as to be larger than the diameter of the through hole 46a. The fixed portion is fixed to the fixed portion 45.

The front bridging portion 50 and the back surface 30a of the armrest 30 (the surface opposite to the skin 33) do not come into contact with each other and have a gap C between them. Specifically, the wall portion 34 of the base material 31 of the armrest 30 and the surface 51d on the vehicle interior side of the first plate-shaped portion 51 of the bridging portion do not come into contact with each other and have a gap C1 between them. ing. The top plate portion 35 of the base material 31 of the armrest 30 and the upper surface 52c of the second plate-shaped portion 52 of the bridging portion do not come into contact with each other and have a gap C2 between them.

See FIG. The configuration of the rear bridging portion 60 is the same as the configuration of the front bridging portion 50. That is, the rear bridging portion 60 has a first plate-shaped portion 61 and a second plate-shaped portion 62. The width of the second plate-shaped portion 62 is set in a tapered shape so as to be narrowed from the outer end portion 64 of the second plate-shaped portion 52 toward the end portion 63 on the vehicle interior side. The configuration of the rib 80 provided on the lower surface 60a of the rear connecting portion 60 is the same as the configuration of the rib 70. A detailed description of the rib 80 will be omitted.

The effect of Example 1 will be described.

See FIGS. 3A, 3B and 4. In the second opening 40, a pair of bridging portions 50, 60 are bridged in the vehicle width direction from the edge 41 on the vehicle interior side of the second opening 40 to the edge 42 on the outside of the vehicle. A rib 70 extending in the vehicle width direction is provided on the lower surface 50a of the front connecting portion 50. The front connecting portion 50 and the rib 70, and the front connecting portion 50 and the rib 70 are configured to bend as a whole when a load is applied to the door trim main body 20 in the vehicle width direction.

In other words, the front connecting portion 50 and the rib 70 are uniformly configured without including fragile portions such as grooves and notches. Compared to a case where a fragile part is provided in a part of the bridging part and bent from the fragile part as a base point, the impact can be reliably absorbed even at the initial stage of a collision due to the gentle bending deformation. Therefore, the vehicle door trim has a high ability to absorb the impact load at the time of a side collision. In addition, it is possible to exhibit sufficient impact absorption performance while ensuring appropriate rigidity against a static load from the upper part of the armrest and a static load from the indoor side.

FIG. 6 is a graph showing the impact absorption characteristics of the vehicle door trim 10. This graph is drawn based on the results of analysis performed by the inventor of the present invention. The solid line in the graph shows the impact absorption characteristics of the vehicle door trim 10 of the first embodiment. The broken line shows the impact absorption characteristics of the vehicle door trim of the comparative example (a configuration in which a fragile portion (groove) is added to the bridging portion of the first embodiment). Compared to Example 1 and Comparative Example, the vehicle door trim 10 of Example 1 absorbs a larger load.

In addition, the width W2 of the second plate-shaped portion 52 is set in a tapered shape so as to narrow from the vehicle outer end portion 54 of the second plate-shaped portion 52 toward the vehicle interior side end portion 53. ing. Compared with the bridging portion having a constant width, the front bridging portion 50 is more likely to bend. It is possible to suppress the impact load from rising or falling too much. Further, since the width is narrow, the door trim body 20 also contributes to weight reduction.

In addition, the width W2a of the second plate-shaped portion 52 on the most passenger compartment side is set to be slightly longer than the thickness T2 of the rib 70. That is, the width W2a on the most side of the vehicle interior of the second plate-shaped portion 52 is set to be narrow so as to be substantially equal to the thickness T2 of the rib 70. Therefore, the front bridging portion 50 tends to bend in the front-rear direction of the vehicle. Even if the front bridging portion 50 is deformed, it becomes difficult to contact the armrest 30 located above the front bridging portion 50. The impact absorption capacity of the door trim 10 is stable.

In addition, the front bridging portion 50 and the back surface 30a of the armrest 30 do not come into contact with each other and have a gap C between them. Therefore, when the front bridge portion 50 is deformed together with the door trim main body 20 at the time of side collision, the deformed front bridge portion 50 is less likely to come into contact with the armrest 30. That is, the deformation of the door trim main body 20 is less likely to affect the armrest 30, and the door trim main body 20 and the armrest 30 are more likely to surely exert their shock absorbing capacities.

The effect of the front connecting portion 50 and the rib 70 is also exhibited by the rear connecting portion 60 and the rib 80.

See FIG. 2B. In addition, when the second opening 40 of the door trim main body 20 is viewed from above, the pair of bridging portions 50, 60 are positioned so as to sandwich the center line CL of the through hole 46a with a gap. That is, a pair of bridging portions 50, 60, which are shock-absorbable elements, are arranged in the vicinity of the fixing portion 45 of the door trim main body 20. Therefore, the armrest 30 can be stably held with respect to the door trim main body 20, there is little rattling at the initial stage of a collision, and stable behavior can be obtained against a continuous impact.

In addition, the through hole 46a is located at the center in the vehicle front-rear direction in the edge 41 on the vehicle interior side of the second opening 40. The fixing portion 45 of the door trim main body 20 is arranged in the center without being biased in any of the front-rear directions of the vehicle. The armrest 30 can be stably held, there is little rattling at the initial stage of a collision, and stable behavior can be obtained against a continuous impact.

<Example 2>
FIG. 7 shows the vehicle door trim 10A according to the second embodiment. The configuration common to the vehicle door trim 10 of the first embodiment is designated by the same reference numerals as those of the first embodiment, and the description thereof will be omitted.

In the second opening 40, a pair of bridging portions 50A and 60A are bridged in the vehicle width direction from the edge 41 on the vehicle interior side of the second opening 40 to the edge 42 on the outside of the vehicle. The front bridging portion 50A has a substantially L-shape as a whole.

Specifically, the front connecting portion 50A has a plate-shaped first plate-shaped portion 51A extending upward from the edge 41 on the vehicle interior side and an edge 42 on the outer side of the vehicle from the upper end of the first plate-shaped portion 51A. A plate-shaped second plate-shaped portion 52A extending in an upward gradient is integrally formed. The width W3 of the second plate-shaped portion 52A is set in a tapered shape so as to be narrowed from the end portion 53A on the vehicle interior side toward the end portion 54A on the outside of the vehicle interior.

The configuration of the rear bridging portion 60A is the same as the configuration of the front bridging portion 50A. That is, the rear bridging portion 60A has a substantially L-shape as a whole, and is composed of a first plate-shaped portion 61A and a second plate-shaped portion 62A. The width of the second plate-shaped portion 62A is set in a tapered shape so as to narrow from the end portion 63A on the vehicle interior side of the second plate-shaped portion 52 toward the end portion 64A on the outer side of the vehicle.

The vehicle door trim 10A of the second embodiment also has the same effect as that of the first embodiment. The explanation is omitted.

The present invention is not limited to the examples as long as the actions and effects of the present invention are exhibited.

The vehicle door trim of the present invention is suitable for mounting on a passenger car.

10 ... Vehicle door trim 20 ... Door trim body 22 ... Swelling part 23 ... Top surface of bulging part 30 ... Armrest 30a ... Back side of armrest 36 ... Fixed part 40 ... Second opening (opening)
41 ‥ Edge 42 on the vehicle interior side ‥ Edge 45 on the outside of the vehicle ‥ Fixed part 46a ‥ Through hole 50 ‥ Front connecting part, 50A ‥ Front connecting part 50a ‥ Bottom surface of front connecting part 53 ‥ End of the outside of the car ( One end), 53A ... The outside end of the car (the other end)
54: The end on the passenger compartment side (the other end), 54A: The end on the passenger compartment side (one end)
60: Rear bridging part, 60A: Rear bridging part 60a: Bottom surface 63: Outer end of the car (one end), 63A: Outer end of the car (the other end)
64: The end on the passenger compartment side (the other end), 64A: The end on the passenger compartment side (one end)
70 ... Rib 80 ... Rib W2 ... Width of the bridge, W3 ... Width of the bridge W2a: Width of the end on the passenger compartment side (width of the other narrow end)
T2 ‥ Rib thickness C ‥ Gap CL ‥ Center line of through hole

Claims (6)

In a vehicle door trim having a door trim body having a bulge inward in the vehicle width direction and an armrest fixed to the upper surface of the bulge.
The upper surface of the bulge has a long opening in the vehicle front-rear direction that is blocked by the armrest.
From the edge on the passenger compartment side of the opening to the edge on the outer side of the vehicle, the bridging portion is spanned and integrated in the vehicle width direction.
A rib extending in the vehicle width direction is provided on the lower surface of the bridging portion.
The door trim for a vehicle is characterized in that the bridging portion and the rib are configured to bend as a whole when a load is applied to the door trim main body in the vehicle width direction. The first aspect of the present invention, wherein the width of the bridging portion is set so as to be narrowed from one end of the vehicle outside or the vehicle interior side toward the other end. Vehicle door trim. The vehicle door trim according to claim 2, wherein the width of the other end is set to be substantially the same as the thickness of the rib. The vehicle door trim according to claim 1, wherein the bridging portion and the back surface of the armrest do not come into contact with each other and have a gap between them. The outdoor edge of the opening of the door trim body has a plate-like fixing portion for fixing the armrest to the door trim body.
The armrest has a fixed portion that can be fixed to the fixed portion of the door trim body.
The fixing portion of the door trim body has a through hole penetrating the fixing portion in the vehicle width direction.
When the opening of the door trim main body is viewed from above, the bridging portion is provided in pairs in the front-rear direction of the vehicle so as to sandwich the opening with a gap from the center line of the through hole. The vehicle door trim according to any one of claims 2 to 4. The vehicle door trim according to claim 5, wherein the through hole is located substantially in the center of the front-rear direction of the vehicle in the edge of the opening on the vehicle interior side.

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