JP4742864B2 - Vehicle door - Google Patents

Description

  The present invention relates to a vehicle door.

As shown in FIG. 13, the vehicle is a passenger seat door or the like of a vehicle, and includes a door main body 51 composed of an outer panel 52 and an inner panel 53, and a window frame 55 whose rear portion is attached to the rear portion of the door main body 51. In the door 50 for the door, there are various conventional structures for connecting the rear part of the outer panel 52 to the rear part of the window frame 55.
For example, as shown in FIGS. 14 and 15, the rear portion of the belt line B (upper end portion) of the outer panel 52 is coupled to the rear portion of the window frame 55 by brazing R. Here, a front flange portion 52a extending upward and a rear flange portion 52b extending downward are provided at the upper end edge of the outer panel 52, and both flange portions 52a and 52b are brazed R to the outer surface of the window frame 55 to couple them together. ing.

In the structure shown in FIGS. 14 and 15, the edge 52 d of the outer panel 52 is folded back at the rear edge of the door body 51 except for the vicinity of the belt line, and the edge of the inner panel 53 is sandwiched. The outer panel 52 and the inner panel 53 are joined by hemming performed in FIG. 16, and the edge 52c of the outer panel 52 and the edge 53a of the inner panel 53 are bent at substantially right angles near the belt line as shown in FIG. The rust-preventing sealer S is applied to the overlapped portion.
Further, as disclosed in, for example, Japanese Patent Application Laid-Open No. 7-25238, an extension flange portion extending upward is provided at the rear portion of the belt line of the outer panel, and the extension flange portion is coupled to the rear portion of the window frame by spot welding. There is a structure.
Japanese Patent Laid-Open No. 7-25238

However, in the conventional structure described above, the rear portion of the inner panel 53 is directly fixed to the vehicle body by a door lock device, but the rear portion of the outer panel 52 is not directly fixed to the vehicle body. Thus, when a large impact load P is input along the belt line B during a vehicle front collision, the rear part of the belt line B tries to move backward with respect to the rear part of the inner panel 53, and the belt line B rear part is coupled to the window frame. There is a problem that a large load is input to the portion, and in some cases, the joint portion is peeled off from the window frame 55.
An object of the present invention is to provide a vehicle door that can reduce an impact applied to a coupling portion to a window frame at the rear portion of the belt line B at the time of a vehicle front collision or the like.

The above problems are solved by the following invention.
A first invention includes a door main body constituted by an outer panel and an inner panel, and a window frame attached to an upper portion of the door main body, and a coupling portion coupled to a rear portion of the window frame on a belt line rear portion of the outer panel. A door for a vehicle provided with an impact absorbing portion for absorbing an impact from the front of the vehicle on a belt line of the outer panel in front of a coupling portion of the outer panel.
According to the first aspect of the present invention , since the shock absorbing portion for absorbing the shock from the front of the vehicle is provided on the belt line of the outer panel in front of the connecting portion of the outer panel to the window frame, Then, when an impact from the front along the belt line is input to the vehicle door, the impact is absorbed by the impact absorbing portion, and the impact transmitted to the coupling portion of the outer panel can be reduced. .
As the impact absorbing portion, for example, a configuration in which a recess is cut and formed from the upper end of the outer panel, or a configuration in which the thickness or material of the outer panel is partially changed to facilitate deformation with respect to an impact from the front of the vehicle. .
A second invention is a vehicle door according to the first invention, wherein a joining edge rising upward is provided at a rear portion of the belt line of the outer panel, and the joining edge is joined to a window frame by spot welding.
According to the second invention , the impact absorbing portion absorbs an impact at the time of a vehicle front collision and the like, and the outer panel is firmly coupled to the window frame by spot welding at the rear portion of the belt line. It can prevent that the coupling | bond part of an outer panel peels from a window frame by impacts, such as time.

A third invention is the vehicle door according to the first invention, wherein the shock absorbing recess is cut and formed in the upper edge of the outer panel as the shock absorbing portion.
According to the third invention , the upper end portion of the outer panel is easily deformed by the shock absorbing recess. For this reason, when an impact is applied from the front of the vehicle along the belt line, the impact is absorbed by deformation of the impact absorbing recess, and the impact transmitted to the coupling portion of the outer panel is reduced.
According to a fourth aspect of the invention, in the third aspect of the invention, the vehicle door is configured such that a belt molding is attached via a clip along the belt line of the outer panel , and the clip is inserted into the shock absorbing recess and engaged with the outer panel. It is.
According to the fourth invention , since the shock absorbing recess also functions as an engagement hole for fixing the clip, it is possible to save labor of drilling as compared with a configuration in which an engagement hole for fixing is separately provided. In addition, since the strength of the outer panel is not unnecessarily lowered, the necessary shock absorbing capacity can be appropriately set in the shock absorbing portion.

Next, an embodiment of the present invention will be described with reference to FIGS. FIG. 7 shows a vehicle door (hereinafter simply referred to as door 1) according to the present embodiment described below.
The door 1 includes a lower door main body 10 and a window frame 20 projecting upward from an upper portion (belt line B) of the door main body 10. A belt molding 30 is attached along the belt line B on the upper portion of the door body 10.
The door body 10 has a so-called bag structure in which the outer panel 11 and the inner panel 12 are integrated by hemming.
The window frame 20 is attached in a state straddling between the belt line front part and the rear part of the door main body part 10. A window glass (not shown) is guided from the inside of the door body 10 by the window frame 20.
The door 1 of this embodiment is characterized by a structure near the rear portion of the belt line. Since other parts do not need to be changed, description thereof is omitted.
FIG. 1 shows a structure in the vicinity of the rear portion of the belt line B of the door 1. First, the outer panel 11 has an upper range (the range indicated by (I) in FIG. 1, hereinafter referred to as the first surface portion (I)) along the belt line B, and a lower range (shown by (II) in FIG. 1). A space for installing fittings such as window glass and window regulator between the inner panel 12 and the inner panel 12 by bending in a direction that swells to the outside of the passenger compartment at a gentle angle with respect to the range (hereinafter referred to as the second surface portion (II)). Forming part. For this reason, the surface direction of the first surface portion (I) changes discontinuously with respect to the second surface portion (II). The hemming portion in the upper first surface portion (I) is referred to as a first hemming portion H1, and the hemming portion in the lower second surface portion (II) is referred to as a second hemming portion H2.

As shown in FIG. 4, the second hemming portion H2 of the second surface portion (II) is bent into a folded shape in which the end edge portion 11a of the outer panel 11 is inverted by 180 °, and the end edge portion 12a of the inner panel 12 is completely formed. Are firmly connected to each other. A sealer S for rust prevention is applied along the folded edge portion 11a. This point is the same as before.
On the other hand, as shown in FIG. 3, the first hemming portion H1 of the first surface portion (I) is completely bent in the folding direction, unlike the second hemming portion H2 at the edge 11a of the outer panel 11. It is not done. The edge portion 11a in the first hemming portion H1 is bent to a position approximately 30 ° before the bending direction with respect to the edge portion 11a in the second hemming portion H2, and is bent into an acute angle. The end edge portion 12a of the inner panel 12 enters the bending inner side with respect to the end edge portion 11a of the first hemming portion H1, and is overlapped substantially in parallel with the end edge portion 11a. The point that the anti-rust sealer S is applied along the tip of the edge portion 11a is the same as the first hemming portion H1.
From the above, for the second hemming portion H2 on the lower side, the end edge portion 11a of the outer panel 11 is completely bent in a folded shape to be completely hemmed. For this reason, the end edge part 12a of the inner panel 12 is completely fixed to the end edge part 11a of the outer panel 11 so that relative displacement is impossible. On the other hand, in the upper first hemming portion H1, the end edge portion 12a of the inner panel 12 is not completely fixed to the end edge portion 11a of the outer panel 11 (incomplete hemming portion). However, also in the first hemming portion H1, the end edge portion 11a of the outer panel 11 is bent into an acute angle from the complete folding position to about 30 ° in the bending direction, and the end edge portion 12a of the inner panel 12 is formed inside the bend. It is assumed that it has entered. For this reason, the end edge portion 12a of the inner panel 12 has a surface direction (a direction indicated by an arrow W in FIG. 3) and a thickness direction (a direction indicated by an arrow D in FIG. 3) with respect to the end edge portion 11a of the outer panel 11. It is combined with the outer panel 11 in a state in which the displacement to is restricted. As a result, the displacement of the outer panel 11 in the direction away from the inner panel 12 (upward in FIG. 3) is restricted via the first hemming portion H1, and the relative displacement to the left in FIG. 3 is restricted. Combined in state.
The sealer generated as a result of the displacement of the outer panel 11 and the inner panel 12 due to repeated application of a large impact when the door is closed to the first hemming portion H1 by the first hemming portion H1 thus configured. Problems such as cracks (cracks in the sealer S) and paint cracks can be greatly reduced.

Next, at the upper part of the outer panel 11 and at the rear part of the belt line B, a joining edge 11b rising upward is provided. On the other hand, the joining edge 12b is also provided on the inner panel 12 so as to rise upward. The rear portion of the window frame 20 is inserted between the joint edge 11b of the outer panel 11 and the joint edge 12b of the inner panel 12, and the three members 11b, 12b, and 20 are integrally coupled by spot welding. In FIG. 1, a spot welded portion SP is marked with a cross. In the present embodiment, the window frame 20 has an overlapping structure of the outer panel 20a and the inner panel 20b, and the outer panel 20a side is inserted between the joint edges 11b and 12b. The joint edge 11b corresponds to an embodiment of the coupling portion described in the claims.
An impact absorbing portion is provided on the front side (left side in FIGS. 1 and 5) of the spot welded portion SP (window frame coupling portion). In the present embodiment, a rectangular recess 15 is cut and formed from the upper edge of the outer panel 11 with a certain width and depth as the impact absorbing portion. As shown in FIG. 6, the recess 15 functions to deform and absorb a large impact force P input to the belt line B of the door 1 during a frontal collision of the vehicle.
An auxiliary edge portion 11 c that rises upward is provided at the upper end of the outer panel 11 on the front side of the recess 15. The rear portion of the auxiliary edge portion 11 c is in contact with the outer surface of the window frame 20.

Next, a belt molding 30 is attached to the upper portion of the door main body 10 along the belt line B. The belt molding 30 is attached along the upper edge of the outer panel 11 by clips 31, 31 attached to both front and rear ends. The belt molding 30 has a length from the front part to the rear part of the belt line B. The spot welded portion SP is covered by the belt molding 30 and is not visible on the vehicle exterior.
Details of the clip 31 of this example are shown in FIGS. The front clip 30 and the rear clip 31 of the belt molding 30 are configured symmetrically in the front-rear direction. In the present embodiment, the rear clip 31 will be described as illustrated.
The clip 31 includes a flange portion 31a to be brought into contact with an end portion of the belt molding 30, an engagement column portion 31b provided in a state of protruding from the substantially center of the flange portion 31a, and the engagement column portion 31b. The clip main-body part 31c integrally provided in the front end side of is provided. The engaging column part 31b and the clip main body part 31c are inserted into the inner peripheral side from the end part of the belt molding 30 and the clip 31 is attached to the end part of the belt molding 30 with the flange part 31a being in contact with the end part. It is attached. The engaging column portion 31b is inserted with an appropriate resistance with respect to the inner peripheral side of the belt molding 30. For this reason, the clip 31 is attached to the end of the belt molding 30 so that it does not rattle and does not fall off carelessly.
The clip body portion 31c is provided with an abutting surface 31d, an engaging claw portion 31e, and an abutting projection 31f. The belt molding 30 is attached along the belt line B of the outer panel 11 by engaging the front and rear clip body portions 31 c and 31 c with the upper edge of the outer panel 11. Here, the rear clip main body 31 c is inserted into the recess 15. When the rear clip body 31c is inserted into the recess 15, the upper end edge of the outer panel 11 (in this example, the bottom of the recess 15) is substantially abutted against the abutting surface 31d, and the engagement is performed. The claw portion 31e is engaged with the lower surface side of the upper end edge of the outer panel 11.

When the upper end edge of the outer panel 11 is abutted against the abutting surface 31d of the clip main body 31c, the displacement of the clip main body 31c and the belt molding 30 to the outside of the passenger compartment (leftward in FIG. 9) is restricted. Further, when the engaging claw portion 31e of the clip main body portion 31c is engaged with the lower surface side with respect to the upper end edge of the outer panel 11, the upward displacement (raising) of the belt molding 30 is restricted.
Further, as shown in FIGS. 9 and 10, the abutting protrusion 31 f of the clip main body 31 c is abutted against the outer surface side of the window frame 20. When the abutting protrusion 31f is abutted against the outer surface of the window frame 20, the clip main body 31c in the detaching direction is supported with the abutting portion of the upper edge of the outer panel 11 against the abutting surface 31d. Displacement (counterclockwise rotation in FIG. 9) is restricted, whereby the displacement of the belt molding 30 in the disengagement direction (the direction indicated by the white arrow in FIG. 9 and the lower end 30a of the belt molding 30). (Rotation in the counterclockwise direction with fulcrum as a fulcrum) is restricted, and therefore the attached state of the belt molding 30 is firmly held.
On the other hand, the attachment structure of the conventional belt molding 40 is shown in FIG.11 and FIG.12. The conventional belt molding 40 has a configuration in which clips 41 and 41 are attached to both ends thereof, and both the clips 41 and 41 are attached along the belt line at the upper end of the outer panel 42. The clip 41 is attached to the end surface of the belt molding 40. A flange portion 41a to be brought into contact with, an engaging column portion 41b provided in a state of projecting from the substantially center of the flange portion 41a to the side, and a clip main body portion integrally provided on the distal end side of the engaging column portion 41b 41c. The above points are the same as the belt molding 40 and the clip 41 according to this embodiment. However, although the conventional clip main body portion 41c includes a locking claw portion 41d that extends downward and engages with the edge of the outer panel 42 on the lower surface side, the abutment of the clip main body portion 31c according to the present embodiment is included. A portion corresponding to the protrusion 31f was not provided. For this reason, in the clip 41 having the conventional clip main body portion 41c, the upward displacement of the belt molding 40 is restricted, but the displacement in the vehicle width direction (rattle) and the outer panel as shown by the arrows in FIG. The rotational movement (rattle) in the detaching direction with the upper end of 42 as a fulcrum could not be reliably controlled.
Thus, according to the attachment structure of the belt molding 30 of the present embodiment, the clip main body portion 31c includes the abutting projection portion 31f, and the abutting projection portion 31f is abutted against the outer surface side of the window frame 20. By being provided, not only the upward lifting of the belt molding 30 but also the displacement in the vehicle width direction and thus the rotational movement in the disengagement direction can be reliably regulated.

According to the vehicle door 1 of the present embodiment configured as described above, between the joining edge 11b of the outer panel 11 and the joining edge 12b of the inner panel 12 at the upper part of the outer panel 11 and at the rear part of the belt line B. The rear portion of the window frame 20 is inserted, and the three members 11b, 12b, and 20 are integrally coupled by spot welding. For this reason, the outer panel 11 is formed in a shape that swells at a gentle angle near the belt line B, and the hemming bending direction (the bending direction of the end edge portion 11a of the outer panel 11) is different. And the second surface portion (II) are formed, the hemming press mold for the hemming press mold is clamped in one direction and the first surface portion (I) on the belt line B side is completely hemmed ( Even when it is difficult to completely fold the end edge portion 11a of the outer panel 11 in the folded state, the edge of the outer panel 11 at the first hemming portion H1 (incomplete hemming portion) of the first surface portion (I). The positional displacement of the portion 11a with respect to the end edge portion 12a of the inner panel 12 can be reliably prevented. According to this, even when a large impact P is input to the belt line B at the time of a frontal collision of the vehicle, the inner portion of the outer panel 11 in the first hemming portion H1 particularly at the rear portion of the first surface portion (I). Since the displacement in the surface direction with respect to the panel 12 can be reliably prevented, and the displacement of the end edge portion 11a and the end edge portion 12a in the second hemming portion H2 (displacement of the hem) can be reliably prevented, the door 1 It can be suppressed or prevented that the opening / closing performance of the hose is greatly hindered.
In addition, since the concave portion 15 as an impact absorbing portion is provided on the front side of the spot welded portion SP of the window frame 20, when a large impact P is input to the belt line B at the time of a vehicle front collision or the like, The deformation of the recess 15 can absorb the impact P, and in this respect as well, the positional shift of the outer panel 11 with respect to the inner panel 12 can be prevented, so that the opening / closing performance of the door 1 can be further maintained.
Furthermore, since the brazing R normally performed at a high temperature of about 500 ° C. can be abolished with respect to the attachment of the rear portion of the window frame 20 to the door main body portion 10, the work man-hours for that can be reduced, and Surface distortion can be reduced and the number of correction steps can be reduced.

A first hemming portion H1 is set on the upper first surface portion (I) along the belt line B, and a second hemming portion H2 is set on the lower second surface portion (II). By setting the second hemming portion H2 for the second surface portion (II) occupying most of the vehicle door 1, the end edge portion 11a of the outer panel 11 and the end edge portion 12a of the inner panel 12 are mutually connected by complete hemming. Fixed to.
On the other hand, according to the first hemming portion H1 set for the first surface portion (I), the end edge portion 11a of the outer panel 11 is bent into an acute angle before the folded state (complete hemming) in bending. Thereby, the displacement of the surface direction W and the plate | board thickness direction D of the edge part 12a of the inner panel 12 is controlled. For this reason, the second hemming portion H2 is compared with the conventional configuration in which the end edge portion 52c of the outer panel 52 and the end edge portion 53a of the inner panel 53 that are bent at right angles are positioned in an overlapping state. Although the two edge portions 11a and 12a are not completely coupled to each other (completely hemming portion), the edge portion 11a of the outer panel 11 and the edge portion 12a of the inner panel 12 in the first surface portion (I) It is possible to reduce sealer cracking and coating cracking as compared with the conventional one by suppressing the mutual positional deviation.
In addition, according to the first hemming portion H1, it is sufficient that the edge portion 11a of the outer panel 11 is bent at an acute angle. Therefore, when the bending directions are different from each other in order to bend back, A low-cost press in which the end clamping portion 11a of the outer panel 11 is bent in one direction corresponding to the first hemming portion h1 of the first surface portion (I) and the second hemming portion H2 of the second surface portion (II). One-shot (one-time clamping) can be performed at once using a mold, and in this respect, the structural strength of the vehicle door 1 and the cost reduction of the mold equipment can be achieved at the same time.

The embodiment described above can be implemented with various modifications. For example, although the passenger side door (left side) is exemplified as the vehicle door, it can also be applied to the driver side door. Moreover, although the hinge door which rotates horizontally and was opened and closed was illustrated, it can also be applied to a slide door that opens and closes by sliding along the side of the vehicle.
Furthermore, although the case where the rear part of the window frame 20 was couple | bonded with the door main body 10 by spot welding was illustrated, it is applicable to the vehicle door of the form couple | bonded by the conventional brazing R.

It is the perspective view which expanded the principal part of the door for vehicles concerning the embodiment of the present invention. This figure is an enlarged view of part (1) of FIG. FIG. 2 is a cross-sectional view taken along line (2)-(2) in FIG. FIG. 3 is a cross-sectional view taken along line (3)-(3) in FIG. 1 and is a cross-sectional view of a first hemming portion. FIG. 4 is a sectional view taken along line (4)-(4) in FIG. 1 and is a sectional view of a second hemming portion. It is a top view near the beltline rear part. It is a top view near the beltline rear part. This figure shows a state where the impact P is input to the belt line and the recess as the impact absorbing portion is deformed. 1 is an overall side view of a vehicle door according to an embodiment of the present invention. It is a side view near the belt molding rear end. FIG. 9 is a sectional view taken along line (9)-(9) in FIG. 8, and is a longitudinal sectional view of a clip on the back side of the belt molding. This figure has shown the engagement state of the clip with respect to an outer panel and a window frame. FIG. 9 is a cross-sectional view taken along line (10)-(10) in FIG. 8, and is a plan view showing an engagement state of the clip main body portion with the outer panel and the window frame. It is a perspective view which shows the attachment structure of the conventional belt molding rear part. FIG. 12 is a sectional view taken along line (12)-(12) in FIG. 11 and is a longitudinal sectional view of a conventional clip. It is a side view of the door for vehicles provided with the conventional window frame attachment structure. It is the perspective view which expanded and showed the (14) part of FIG. FIG. 15 is a cross-sectional view taken along the line (15)-(15) in FIG. FIG. 15 is a sectional view taken along line (16)-(16) in FIG. 14 and is a sectional view of a first hemming portion.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle door 10 ... Door main-body part B ... Belt line
(I) ... 1st surface part
(II) ... 2nd surface part H1 ... 1st hemming part H2 ... 2nd hemming part R ... Brazing S ... Sealer SP ... Spot welding part 11 ... Outer panel 11a ... End edge part, 11b ... Joining edge 12 ... Inner panel 12a ... Edge edge, 12b ... Junction edge 15 ... Recess (shock absorbing part)
20 ... Window frame 30 ... Belt molding 31 ... Clip 31d ... Abutting surface, 31e ... Engaging claw part, 31f ... Abutting projection 40 ... Belt molding 41 ... Clip (conventional), 41d ... Locking claw part 50 ... For vehicles Door (conventional)
51 ... Door body 52 ... Outer panel 55 ... Window frame

Claims (3)

For a vehicle comprising a door main body constituted by an outer panel and an inner panel, and a window frame attached to an upper portion of the door main body, and a coupling portion coupled to a rear portion of the window frame at a belt line rear portion of the outer panel. A door,
In the outer panel, the upper first surface portion along the belt line is curved in a direction in which the first surface portion bulges outward from the vehicle interior at a gentle angle with respect to the lower second surface portion, and the surface direction is not correct. Is changing continuously,
While the hemming portion of the first surface portion is subjected to incomplete hemming in which the edge of the outer panel is bent at an acute angle toward the inner panel and the edge of the inner panel enters the inside of the bend , The hemming portion of the second surface portion is completely hemmed by bending the edge of the outer panel into a folded shape in which the edge of the outer panel is inverted 180 ° toward the inner panel, and sandwiching the edge of the inner panel,
A vehicle provided with an impact absorbing portion for deforming the upper edge of the outer panel and absorbing the impact against the impact from the front of the vehicle inputted to the belt line of the outer panel in front of the coupling portion of the outer panel. Door. The vehicle door according to claim 1, wherein an impact absorbing recess is formed by cutting an upper end edge of the outer panel as the impact absorbing portion. 3. The vehicle door according to claim 2 , wherein a belt molding is attached via a clip along the belt line of the outer panel, and the clip main body portion of the clip is inserted into the shock absorbing recess and provided on the clip main body portion. A vehicular door having a configuration in which an upper end edge of the outer panel is abutted against the abutting surface, and an abutting projection provided on the clip main body is abutted against an outer surface side of the window frame.

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