JPH0428379Y2 - - Google Patents

Description

[Detailed explanation of the idea] [Industrial application field]

This invention relates to an improvement of an automobile side door hinge using a four-bar rotation link.

[Conventional technology]

Conventionally, side doors in automobiles, such as passenger cars, have been installed in such a way that they rotate and open/close around a single hinge fixed to the body in most cases. In order to do this, a door opening angle that corresponds to the total length of the side door is required. At this time, if the space on the side of the car is narrow, the door cannot be opened sufficiently, making it difficult for passengers to get in and out of the vehicle. There are many. On the other hand, as disclosed in, for example, Japanese Utility Model Application Publication No. 57-46014 or Japanese Utility Model Application Publication No. 55-101263,
Of two points separated from each other on the body side of the automobile and two points separated from each other on the side door side, a rotating link connects one point on each of the body and side door as the rotation center, and the other point A side door hinge for an automobile constitutes a four-section rotary link by a rotary link connected as a rotation center, a portion between the two rotation centers on the body side, and a portion between the two rotation centers of the side door. Proposed. Side door hinges that utilize this kind of four-section rotating link secure space for the occupants' feet, while
The required space on the side of the vehicle can be reduced, and therefore, even if the space on the side of the vehicle is narrow, passengers can get in and out by opening and closing the side door. By the way, regarding the side doors of automobiles, there has conventionally been a door check mechanism that creates a sense of moderation depending on the degree of opening of the side door, prevents the side door from opening beyond a certain level, and regulates the opening/closing speed of the door. is provided. Generally, this door check mechanism has a check arm supported by a pillar on the body side, and a door check body that slides with the check arm and generates a check force is housed in the side door body. . However, in the automobile side door hinge that uses the four-bar rotation link as described above,
Since the opening/closing locus of the side door is not a simple circular arc locus, it is impossible to install the check mechanism between the door and the pillar as in conventional side doors. On the other hand, the present applicant has filed Utility Application No. 58-123046.
No. 3, the present invention proposed a side door hinge for an automobile in which a door check mechanism can be attached even to a side door hinge using a four-bar rotation link. The door check mechanism proposed in the Japanese Utility Model Application No. 60-31474 has a structure in which a check arm slidably passes through the door check body. By the way, the automobile side door hinge using the above-mentioned four-bar rotation link was developed by Jitsukasho, for example.
As proposed in No. 60-64122, when the side door is placed between the end panel at the front end of the side door and the side of the body, compared to the conventional method, the side door is placed in a place where water, sand, mud, etc. are relatively easy to enter. A door hinge will be installed. If a door check mechanism such as the one described above is attached to a side door hinge installed in such a location, sand, mud, etc. will adhere between the check arm and the check body, increasing the operating force when opening and closing the side door, and may result in failure. A problem arises in that problems such as the following occur easily. In addition, the door check mechanism described above has conventionally malfunctioned when paint adheres to it, and cannot withstand the high temperature atmosphere of the paint drying oven, so the check mechanism must be installed after the painting of the car is completed. Otherwise, the side door hinge must be assembled separately, resulting in a problem that assembly efficiency is reduced. In addition, since the check body and check arm that make up the check mechanism are attached to separate members, variations in the dimensional accuracy and assembly accuracy of these parts may cause tilting or twisting between the check arm and the check body. The problem is that this can sometimes occur.

[Problem that the invention attempts to solve]

This invention was made in view of the above-mentioned conventional problems, and even if mud, sand, etc. adhere to it, the side door opening/closing force will not become heavy or it will not cause malfunction. Furthermore, it is equipped with a door check mechanism that is integrated into the side door hinge in advance so that it can pass through the painting process, and also prevents the door check mechanism from tilting or twisting when the side door is opened or closed. The purpose of the present invention is to provide a side door hinge for an automobile that does not cause problems.

[Means to solve the problem]

This invention consists of a rotation center shaft supported at two locations spaced apart in a substantially horizontal direction at the end of the swing base end of the side door, and a center shaft supported at two locations spaced apart in a substantially horizontal direction on the surface of the body adjacent to the end. A rotation center shaft supported at two places, a first arm rotatably connected at both ends to one rotation center shaft on each of the body side and the side door side, and a first arm whose both ends rotate around the other rotation center shaft. a second arm freely connected to each other, a torsion bar attached to one of the first arm and the second arm, and a cam provided on one of the side door side and the body side. a door check mechanism including a plate, and a roller rotatably supported by the torsion bar and urged to roll against the cam surface of the cam plate by a torsional force generated by the torsion bar; In the automobile side door hinge, the door checking force is generated by lifting the cam surface of the cam plate, and the torsion bar is attached to the first or second side door hinge.
The above object is achieved by providing an operating rotation axis parallel to the rotation center axis of the arm and generating a torsional force around the axis of the operation rotation axis. Further, the above object is achieved by forming the cam surface of the cam plate parallel to the rotation center axis of the arm to which the torsion bar is attached. Further, the above object is achieved by making the cam plate into a flat plate shape and making the mounting surface of the cam plate on the side door side or the body side a plane perpendicular to the rotation center axis. be.

[Effect]

In this invention, the door check mechanism has a structure in which a roller supported by a torsion bar rolls into contact with a cam plate, so it is not easily affected by sand, mud, etc., and is also resistant to paint adhesion in a coating oven and high temperatures in a drying oven. The door check mechanism can be pre-assembled into the car before the painting process, since it is hardly affected by the paint process. Further, the operating rotational axis of the torsion bar is formed parallel to the rotational center axis of the arm, thereby preventing the door check mechanism from tilting or twisting when the door is opened or closed.

【Example】

Embodiments of the present invention will be described below with reference to the drawings. In this embodiment, as shown in FIGS. 1 to 4, the end panel 14 is formed long in the vertical direction along the end panel 14 that is the end of the swinging base end of the side door 12 of an automobile (not shown entirely). and a door side base 16 attached to the end panel 14;
A body side base 20 that is formed vertically long along a surface 18A of the front pillar 18 on the body side adjacent to the end panel 14 and is attached to the surface 18A, and the door side base 1
6 and four upper rotation center shafts 2 supported at two locations each at the upper and lower portions of the body side base 20.
2A, 24A, 26A, 28A and four lower rotation center shafts 22B, 24B, 2 aligned below the upper rotation center shafts 22A, 24A, 26A, 28A.
6B, 28B, and the upper rotation center shaft 22A, 2
4A, 26A, and 28A, an upper control arm 30A whose both ends are rotatably connected to upper rotation center shafts 22A and 26A on the outside in the vehicle width direction of the door side base 16 and body side base 20, respectively; control arm 30
A lower control arm 3 whose both ends are rotatably connected to the lower rotational center shafts 22B, 26B which are aligned with the upper rotational center shafts 22A, 26A at both ends of A.
0B, and a vertically integrated main arm 32 whose upper and lower ends and width direction ends are rotatably connected to the other upper rotational center shafts 24A, 28A and lower rotational center shafts 24B, 28B, and a side door hinge 10 of an automobile. and torsion bar 62
A door check mechanism 60 consisting of a roller 64 and a cam plate 66 is attached. Here, as shown in FIGS. 2 and 3,
Inner panel 12 in the side door 12
A and the outer panel 12B extend further forward than the end panel 14 and along the outer surface to form an extension portion 12C. This extension 1
2C has front side fender 11 when the door is opened.
The front end is extended forward within a range that does not interfere with the front pillar 18, and the position of the front end in the longitudinal direction of the vehicle body is outside the upper rotation center axis 26A at the frontmost position, near the front end of the front pillar 18, and outside of the front pillar 18. between the side door hinge 1 and the surface 18A of the side door hinge 1.
A space 34 is formed in which 0 is stored. Further, the extension portion 12C is a thick width portion 12D that bulges inward in the door thickness direction at a position between the upper control arm 30A and the lower control arm 30B in the vertical direction on the outside in the vehicle width direction.
It is said that Portions of the extension portion 12C located outside the upper and lower control arms 30A and 30B are formed into thin plates so as not to interfere with these control arms. The main arm 32 includes the upper control arm 30A and the lower control arm 30.
It is located inward in the vehicle width direction than B, and in plan view,
When the side door 12 is in the closed state, the front pillar 18 is curved so that its outer side is convex along the posterolateral corner and along the surface 18A. That is, when the side door 12 is fully closed, the main arm 32 on the inside in the width direction of the vehicle body does not interfere with the front pillar 18, and the front pillar 18
It is designed to be stored as close as possible to the On the other hand, the upper control arm 30 is disposed on the outside in the vehicle width direction with respect to the main arm 32.
A and the lower control arm 30B are connected to the front side fender 1 when the side door 12 is fully opened.
The side door 12 is bent slightly convexly inward in the width direction of the vehicle body so as not to interfere with the rear end portion 11A of the vehicle body 1 and to allow the side door 12 in a fully open state to be slid as far forward as possible in the vehicle body. The door side base 16 is attached to the side door 12
The horizontal section along the shape of the end panel 14 is approximately crank-shaped, and the end panel 14 is provided with bolts ( (not shown) is tightened and fixed. The upper rotational center shafts 22A, 24A extend approximately vertically into a bearing support portion 17A extending horizontally at a position near the upper bolt hole 16A in the door side space 16 and offset downward from this. Installation is supported. Further, the lower rotation center shafts 22B and 24B are attached in a substantially vertical direction to a bearing support portion 17B that extends horizontally at a position offset above and near the bolt hole 16B on the lower side of the door side base 16. is supported by The body side base 20 also has two bolt holes 20A at its upper and lower ends, respectively.
20B and one bolt hole 20C is formed near and below the upper end side bolt hole 20A, and bolts (not shown) inserted into these bolt holes 20A, 20B, and 20C connect the front pillar 18 to the outer side in the vehicle body width direction. It is adapted to be tightened and fixed to the surface 18A. Here, the upper half of the body side base 20 is bent at an obtuse angle in a horizontal section, thereby increasing cross-sectional rigidity. The body side base 20 has bolt holes 20
A horizontally projecting bearing support portion 21A is provided at a position above C and near the upper bolt hole 20A and offset below, and supports the upper rotation center shafts 26A and 28A in a substantially vertical direction. It is made to be. Further, the body side base 20 is provided with a bearing support portion 21B extending in the horizontal direction near the lower bolt hole 20B and at a position offset upward from this, and this bearing support portion 21B is
The lower rotation center shafts 26B and 28B are supported in a substantially vertical direction. The upper rotation center shafts 22A, 24A, 26A,
28A, lower rotation center shafts 22B, 24
B, 26B, and 28B are aligned on an inclined axis slightly inclined from the vertical axis so as to intersect at a virtual point 10A below the side door hinge 10. Reference numeral 36 in the figure indicates a lightening hole formed in each of the door side base 16 and the body side base 20 for weight reduction. The main arm 32 has a small diameter, and the upper and lower control arms 30A and 30B mainly bear the over-opening load and torsion load of the side door 12, and at the same time handle the weight moment of the side door 12 and the side door 12 due to overload. While this is intended to prevent twisting of the side door 12 and to control the swing locus of the side door 12, it is mainly designed to support the weight of the side door 12. Further, as shown in FIG. 4, the main arm 32 is approximately K-shaped, and the vertical side of the K-shape is
The upper end fitting hole 33A is a large diameter pipe portion 33 that is fitted to the upper rotation center shaft 28A on the body side, and the lower fitting hole 33B is fitted to the lower rotation center shaft 28B on the body side, and The upper side of the K-shape is a substantially triangular upper arm 38A with a horizontal upper edge and an inclined lower edge, and a fitting hole 39A at the tip of the upper arm 38A.
Upper rotation center shaft 2 on the side of the door side base 16
The lower arm 38B is a substantially triangular lower arm 38B with an inclined upper edge and a horizontal lower edge. is mated to. A vertical gap is formed between the connection portions of the upper arm 38A and the lower arm 38B to the pipe portion 33. Further, the upper arm 38A is longer than the lower arm 38B in the vertical direction, that is, has a larger vertical section, and is designed to mainly bear the load of the side door 12. The symbol 32A in the figure is the upper arm 3 for weight reduction.
8A and the cutout hole formed in the lower arm 38B, and 32B are the holes formed in the upper arm 38A and the lower arm 3.
8B shows reinforcing ribs formed protruding in the thickness direction along the upper and lower edges of each plate. At the upper and lower ends of the pipe portion 33 of the main arm 32, stoppers 52A and 52B are formed, respectively, to protrude in the horizontal direction. Corresponding to these stoppers 52A, 52B, a side door 1 is provided on the side of the body side base 20.
2, the stoppers 52A and 52B come into contact with each other to restrict the fully open position of the side door 12 to the protrusion 56 on which the stopper surfaces 54A and 54B are formed.
A, 56B are provided. These protrusions 56A and 56B protrude at the corner between the lower surface of the bearing support section 21A and the inner surface of the body side base 20, and at the corner between the upper surface of the bearing support section 21B and the inner surface of the body side base 20, respectively. It is formed. The door check mechanism 60 includes a torsion bar hook 58 formed to protrude horizontally from the pipe portion 33 of the main arm 32 at approximately the vertical center thereof, and the body side base 2.
0 and the bearing support portion 21A. As shown in FIGS. 1 and 5, the torsion bar 62 has a substantially U-shaped curling-shaped portion 62 whose tip is bent at a right angle at its lower end.
A, and by sandwiching the torsion bar hook 58 of the pipe portion 33 from above and below between the bottom side 63A of the U-shape and the right angle bent portion 63B, axial positioning is performed. Further, the torsion bar hook 58 is sandwiched from the left and right sides by the U-shaped two shaft portions 63C and 63D to position the torsion bar hook 58 in the rotational direction. The upper end of the torsion bar 62 is a crank-shaped portion 62B, into which the roller 64 is fitted rotatably and slidably in the axial direction from the upper end. Reference numeral 58A in FIG. 4 indicates the torsion bar hook 5.
Recesses 68A and 68B for positioning the rotational direction of the torsion bar 62 formed at 8 are formed in the upper arm 38A of the main arm 32, and represent positioning protrusions that sandwich the torsion bar 32, respectively. The cam plate 66 is connected to the bearing support portion 2
It is a flat plate-shaped member attached to a portion of the upper surface of the door side base 16 facing the door side base 16, and its cam surface 66A is parallel to the central axis of the pipe portion 33. Further, the lift of the cam surface 66A from the central axis of the pipe portion 33 is varied at appropriate positions to create a sense of moderation when the side door 12 is opened and closed. The roller 64, as shown in FIG.
The cam plate 66 is elastically pressed against the cam surface 66A of the cam plate 66 by a torsion bar 62 so as to be in constant line contact. Further, the roller 64 is provided with collars 64A on the upper and lower sides,
The cam plate 66 is sandwiched and rolled into contact with the cam plate 66 from above and below at this flange 64A, thereby positioning the cam plate 66 in the vertical direction. Rolling contact portion 64B between the collar 64A of the roller 64
A circumferential grease groove 64C is formed on the inner circumferential side of the groove, and heat-resistant grease is sealed therein.
The durability of roller 64 is increased. A door wire harness 70 for an electric window regulator (not shown) or the like in the side door 12 is located at a position offset downward from a harness hole 72 formed on the front pillar 18 side. The wires are wired in a substantially S-shape while reaching a harness hole 74 formed in the end panel 14 of the side door 12 . Here, the wire harness 70 is attached to the side door 12 of the pipe section 33 in the main arm 32.
Also along the sides, upper and lower control arms 30A, 30B of the main arm 32
It is arranged to pass through the V-shaped part between the two. The wire harness 70 is fixed to a harness clamp bracket 78 protruding from the body side base 20 via a harness clamp 76 at a position near the pipe portion 33 . The harness clamp 76 is made of resin, and holds the wire harness 70 at its annular portion 76A, and its distal end portion 76B is inserted and fixed into a mounting hole 78A formed at the distal end position of the harness clamp bracket 78. There is. Furthermore, the pipe portion 3 in the main arm 32
3, the position adjacent to the wire harness 70, that is,
A resin harness protector 80 is attached to the vertical gap between the upper arm 38A and the lower arm 38B at the connection to the pipe section 33, so that the wire harness 70 comes into contact with the pipe section 33. This is to prevent the paint from peeling off on the pipe portion 33. As shown in FIG. 4, the harness protector 80 has a slit 80C extending vertically.
It is a substantially cylindrical member that can be expanded by a screw, and one notch 80A, 80B is formed at each of its upper and lower ends. On the other hand, on the pipe portion 33 side, projections 82A, 82B, 82C are formed at positions corresponding to the notches 80A, 80B of the harness protector 80 and at positions corresponding to the slit 80C. 33A, the notches 80A, 80B and the slit 80C engage with these protrusions 82A to 82C,
The harness protector 80 is positioned. Here, the front end corner of the inner panel 12A of the side door 12 on the vehicle interior side is located inside the end panel 14 in the vehicle width direction, that is, inwardly in the vehicle width direction from the side door hinge 10, as shown in FIG. and protrudes forward from the rear end surface of the door side base 16 on the passenger compartment 84 side, and
A substantially L-shaped weather strip attachment portion 86 is formed in the protrusion 12D. A door weather strip 88 is attached to this weather strip attaching portion 86. On the other hand, a weather strip contacting surface 18B of the front pillar 18 corresponding to the door weather strip 88 is formed offset from the surface 18A toward the passenger compartment 84, so that when the side door 12 is fully closed, the weather strip contact surface 18B The contact surface 18B is adapted to come into contact with the surface of the weather strip 88 on the compartment 84 side. In this case, the corner of the weather strip contact surface 18B, that is, the front-rear direction position of the rear end surface 18C of the front pillar 18 is
Corresponding to the longitudinal position of 6, it is offset forward compared to the normal case. Next, the operation of the above embodiment will be explained. When the side door 12 is opened from the fully closed state, the main arm 32 swings counterclockwise in FIG. Centered around the central axis 26A,
The lower control arms 30B each swing counterclockwise in FIG. 3 about the lower rotation center shaft 26B. Since the main arm 32 and the upper and lower control arms 30A and 30B constitute a four-section rotating link, the instantaneous center of rotation of the side door 12 gradually changes, and the side door 12 is slid forward while opening to the side of the vehicle body. become. At this time, the rear end portion 11A of the front side fender 11 is connected to the extension portion 12 of the side door 12.
Corresponding to the front end of C, the upper control arm 30A and the lower control arm 30B are located in a forward position than the upper rotation center axis 26A at the frontmost position, so that the upper control arm 30A and the lower control arm 30B are slightly bent and are almost straight. Also, when the side door 12 is fully opened, there is no interference with the rear end portion 11A of the front side fender 11. Further, the upper rotation center shafts 22A, 24A, 26
A, 28A and lower rotation center shaft 22B, 22B, 2
4B and 26B are aligned on the inclined axes that intersect at the lower point 10A, so that the upper end of the fully opened side door 12 tilts outward, making it easier for passengers to get in and out. When opening and closing the side door, the door check mechanism 60
A roller 64 rotatably attached to the torsion bar 62 is brought into rolling contact with the cam surface 66A of the cam plate 66 as the side door 12 swings (see FIG. 6). The torsion bar 62 that supports the roller 64 is
The main arm 32 at the rolled-up shape portion 62A
Wrapped around the torsion bar hook 58,
Also, since the upper end thereof is a crank-shaped portion 62B, the torsion bar 62 is connected to the side door 12.
As the cam plate 66 swings in the opening direction, it receives a twisting force from the cam surface 66A of the cam plate 66. Therefore, the roller 64 is pressed against the cam surface 66A of the cam plate 66 as a reaction force of the torsional force. Since the distance of the cam surface 66A of the cam plate 66 from the upper rotation center axis 28A is changed as appropriate, according to the change in the lift amount of the cam surface 66A,
The twisting force applied to the torsion bar 62 is changed. Therefore, a sense of moderation is created when opening and closing the side door 12. When the side door 12 is in the fully open position, the stoppers 52A and 52B protruding from the pipe portion 33 of the main arm 32 close the body side base 20.
The protrusions 56A, 56B come into contact with the stopper surfaces 54A, 54B of the protrusions 56A, 56B, thereby regulating the fully open position. The door check mechanism 60 in the above embodiment is as follows:
As mentioned above, it is composed of the torsion bar 62, roller 64 and cam plate 66, so
Compared to conventional door check mechanisms, it does not malfunction due to paint adhesion and can withstand the high temperature atmosphere of a paint drying oven. Can be assembled. Further, while the conventional door check is installed in a place where sand, mud, etc. are difficult to enter, in the above embodiment, it is installed in a space 34 where water, sand, mud, etc. are relatively easy to enter. The door check mechanism 60 in this embodiment has the advantage that it is less susceptible to adhesion of water, sand, or mud. In particular, even if sand or mud adheres between the roller 64 that constitutes the door check force and the cam surface 66A of the cam plate 66, the roller 64 may be displaced from the cam surface 66A by being bitten. Therefore, the opening/closing force of the side door 12 will not increase and no failure will occur. In particular, a grease groove 64C is formed inside the roller 64, and heat-resistant grease is sealed therein, so that the roller 64 can be kept smoothly rotated.
Can be passed through a paint drying oven with grease still sealed. Further, since the roller 64 is attached to the crank-shaped portion 62B of the torsion bar 62 so as to be slidable in the axial direction, the torsion bar hook 58 on the main arm 32 side to which the torsion bar 62 is attached, and the body side base 20 side The roller 64 absorbs assembly errors and manufacturing errors between the cam plate 66 and the torsion bar 62, which are attached to the bearing support portion 21A of the cam plate 66.
can come into contact with the cam surface 66A. In particular, the roller 64 has a pair of collars 64 above and below it.
A, which is designed to sandwich the cam plate 66 from above and below, so that the cam surface 66A of the roller 64
This will ensure that the relocated status is maintained. Furthermore, since the cam plate 66 is a flat member mounted on the bearing support portion 21A perpendicular to the upper rotation center axis 28A, the cam surface 66
A can be easily formed parallel to the upper rotation center axis 28, that is, the rotation center line of the pipe portion 33 in the main arm 32. Therefore, when the side door 12 is opened or closed, the roller 64
can always slide against the cam surface 66A under constant conditions, and both will not be tilted or twisted. In the above embodiment, the cam plate 66 in the door check mechanism 60 has a flat plate shape, and the cam plate 66 in the door check mechanism 60 is in the shape of a flat plate.
By being attached to A, its cam surface 66
A is made to be parallel to the rotation center axis of the pipe portion 33 of the main arm 32, but this is because the cam surface 66A is parallel to the rotation center axis of the pipe portion 33 regardless of the shape of the cam plate 66. Therefore, the cam plate 66 does not necessarily have to have a flat plate shape. Alternatively, the cam surface 66A may be formed directly on the upper bearing support portion 21A itself, for example. Also, as shown in FIG. 7, the cam plate 6
Further, as shown in FIG. 8, a torsion bar 62 may be attached to the upper control arm 30A and the lower control arm 30B, and the cam plate 66
may be attached to the bearing support portion 21A centering on the upper rotation center shaft 26A on the body side. Further, in the above embodiment, the main arm 32 which is integrated in the vertical direction includes the pipe portion 33 and the upper arm 38.
Although the present invention is not limited to this, the main arm 32 has an approximately K-shape consisting of an upper rotational center axis 24A on the side door 12 side and a lower rotational axis 38B. A pipe portion fitted to the central shaft 24B may be provided to form a frame shape. However, when the main arm 32 is formed into a substantially K-shape as in the embodiment shown in FIG. 1, there is an advantage that interference with the wire harness 76 can be avoided and the weight can also be reduced. Further, in the above embodiment, a pair of upper and lower four-section rotating links are attached to the side door 12 and the body side via the vertically long door side base 16 and body side base 20, but the present invention The present invention is not limited to this, but can also be applied to a side door hinge that is attached directly to the side door 12 and the body side without using a door side base or a body side base. Furthermore, although the above-mentioned embodiment relates to a side door hinge consisting of a pair of upper and lower four-bar rotation links, the present invention is also applicable to a side door hinge consisting of one or three or more four-bar rotation links. If necessary, the door check mechanism may be installed between one of the first arm on the inner side in the vehicle width direction or the second arm on the outer side in the vehicle width direction and the body side or the side door side.

[Effect of the idea]

Since the present invention is constructed as described above, the door check mechanism in the side door hinge of an automobile that uses a four-bar rotation link can be used without being affected by mud, sand, etc., and without the intrusion of paint or the outflow of lubricating oil. It has the excellent effect of being able to pass through the coating furnace without any turbulence. Further, it has the excellent effect that the door check mechanism does not tilt or become distorted when the side door is opened or closed.

[Brief explanation of the drawing]

FIG. 1 is a perspective view showing an embodiment of a side door hinge for an automobile according to the present invention, FIG.
The figure is an enlarged sectional view of the main part of Fig. 2, Fig. 4 is an exploded perspective view showing the main arm and harness protector in the same embodiment, and Fig. 5 is a main part of the door check mechanism in the same embodiment. 6 is a plan view showing the side door hinge of the above embodiment when the side door is opened and closed, and FIGS. 7 and 8 are perspective views showing other embodiments of the door check mechanism according to the present invention. 10...Side door hinge, 11...Front side fender, 12...Side door, 14...
End panel, 16...Door side base, 18
...Front pillar, 18A...Surface, 20...
Body side base, 21A... Bearing support part (cam plate mounting surface), 22A, 24A... Upper rotation center shaft (door side), 26A, 28A...
Upper rotation center shaft (body side), 22B, 24
B...Lower rotation center shaft (door side), 26B,
28B...Lower rotation center shaft (body side), 3
0A... Upper control arm (second arm), 30B... Lower control arm (second arm)
arm), 32...main arm, 38A...
Upper arm (first arm), 38B... lower arm (first arm), 60... door check mechanism, 62... torsion bar, 64... roller,
66...Cam plate. 66A...Cam surface.

Claims (1)

[Claims for Utility Model Registration] (1) A rotational center shaft supported at two locations spaced apart in a substantially horizontal direction at the swing base end of the side door, and a surface on the body side adjacent to said end. a first arm rotatably connected at both ends to one of the rotation center shafts on each of the body side and the side door side; a second arm whose both ends are rotatably connected to the rotation center axis;
a torsion bar attached to one of the first arm and the second arm, a cam plate provided to one of the side door side and the body side, and a cam plate rotatably supported by the torsion bar. and a roller that is urged to freely roll against the cam surface of the cam plate by a torsion force generated by the torsion bar;
In the side door hinge for an automobile, the torsion bar is configured to form a door check mechanism by forming a door check force by the lifting height of the cam surface of the cam plate. 1. A side door hinge for an automobile, comprising an operating rotation axis parallel to a central axis and generating a torsional force around the axis of the operation rotation axis. (2) The side door hinge for an automobile according to claim 1, wherein the cam surface of the cam plate is formed parallel to the rotation center axis of the arm to which the torsion bar is attached. (3) A utility model registration claim characterized in that the cam plate has a flat plate shape, and the mounting surface of the cam plate on the side door side or the body side is a plane perpendicular to the rotation center axis. A side door hinge for an automobile according to scope 2.