JPH0431968Y2 - - Google Patents

Description

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

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

[Conventional technology]

Conventionally, side doors in automobiles, such as passenger cars, have been installed so that they rotate and open/close around a single hinge fixed to the body in most cases. In order to do this, the door opening angle must match the total length of the side door. 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. In response to this, an automobile side door hinge mechanism using a four-bar rotation link has been proposed, as disclosed in, for example, Japanese Utility Model Application No. 57-46014 or Japanese Utility Model Application Publication No. 55-101263. A side door hinge mechanism that uses such a four-bar rotation link can reduce the space required on the side of the vehicle while securing space for the occupants' feet. Therefore, even when the space on the side of the vehicle is narrow, Passengers can get on and off the vehicle by opening and closing the side doors. In the side door hinge mechanism using the four-bar rotation link described above, the rotation center axis on the side door side is separated by the length of the rotation link from the rotation center axis on the body side. The moment based on the load becomes large, and due to this moment, a large load is also applied to the mounting portion of the rotating shaft on the side door side. Therefore, in order to increase the support rigidity of the side door, it is necessary to arrange multiple door hinges in the vertical direction.
must be installed. However, when multiple side door hinges are installed vertically in this way, their rotational axes must be aligned vertically,
There is a problem that the installation work and adjustment are complicated. Furthermore, the mounting surfaces of the rotation center shaft on the body side and the side door side, especially the mounting surface on the side door side, must have considerably high rigidity, and in order to satisfy this requirement, the weight of the side door Another problem arises in that the weight of the door hinge must be increased. That is, if the rigidity of the side door is small, combined with the long length of the door hinge, that is, the rotation link,
For example, when the side door is opened, the vertical stiffness, torsional stiffness, and over-opening stiffness of the side door are reduced.
There is a problem in that the side door is displaced downward, twisted, or deformed when fully opened. Furthermore, even when the door is closed, if the rigidity is small,
There is a problem in that it is difficult to attach it to the body. In response, the present applicant filed Japanese Patent Application No. 59-231679 (Japanese Unexamined Patent Publication No. 61-110618) dated November 2, 1982.
a pair of upper rotation center shafts supported at an upper portion of the swinging proximal end of the side door and spaced apart from each other in a substantially horizontal direction, and a pair of upper rotational center shafts supported at a distance from each other in a substantially horizontal direction at an upper portion of the body side surface adjacent to said end. a pair of upper rotation center shafts supported by a pair of upper rotation center shafts, four lower rotation center shafts aligned below these upper rotation center shafts, and each of the upper rotation center shafts on the body side and side door side. An upper control arm whose both ends are rotatably connected to one rotational center axis; and a lower control arm whose both ends are rotatably connected to the lower rotational center axis which is aligned with the upper rotational center axis at both ends of the upper control arm. and a vertically integrated main arm whose upper and lower ends and widthwise ends are rotatably connected to the other upper rotational center axis and the other lower rotational center axis. Proposed. In such a side door hinge mechanism, the rotation center axis for supporting the vertically integrated main arm, in particular, the upper rotation center axis and the lower rotation center axis on the body side are continuous and integral in the vertical direction, and the main arm is integrally connected to the main arm. It is conceivable to arrange it so as to penetrate through the body side end portion. However, if a vertically continuous and integral long rotation center shaft is placed through the main arm in this way, the installation work is troublesome, and
There is a problem in that the weight and cost of the side door hinge mechanism are increased. In contrast, the application dated November 2, 1980
167010 (Utility Model Publication No. 61-80985), in the above-mentioned automobile side door hinge mechanism,
The portions of the main arm that are supported by the body-side upper rotation center axis and the lower rotation center axis are vertically integrated pipe parts, and the body-side upper rotation center axis and the lower rotation center axis are formed such that their base ends are connected to the body side. A side door hinge mechanism has been proposed in which a cantilever support pin is supported on the side and whose tips are fitted to the upper and lower ends of the pipe portion, respectively. In this side door hinge mechanism, the portion supported by the upper rotation center axis and the lower rotation center axis on the body side of the main arm is a pipe portion, and the upper rotation center axis and the lower rotation center axis are connected to the upper end of the pipe portion. By forming the main arm into a cantilevered pin fitted to the lower end, the ease of assembling the main arm is improved, and the necessary rigidity is obtained without significantly increasing the weight. Here, in the above-mentioned Utility Model Application No. 59-167010, pushers are fitted into the upper and lower ends of the pipe section, and an upper rotational center shaft and a lower rotational center shaft in the form of cantilever support pins are fitted into the pushers. . A grease groove is formed around the pin in the circumferential direction to provide lubrication during rotation between the pin and the bush.

[Problem that the invention attempts to solve]

However, when the side door hinge mechanism having the above structure passes through a paint drying oven during the painting process, the grease in the grease groove may leak out to the outside, reducing the quality of the painting. There is a problem. That is, when the air inside the pipe expands due to high heat in the paint drying oven and leaks out through the gap between the pin and bush,
This is to push out the grease in the grease groove to the outside.

[Purpose of invention]

This idea was made in view of the above problems, and the grease for lubricating the bushings fitted to both ends of the pipe section and the upper and lower rotational shafts fitted to the bushings is An object of the present invention is to provide a side door hinge mechanism for an automobile that prevents air inside from being pushed out due to expansion.

[Means to solve the problem]

This invention consists of a pair of upper rotation center shafts that are supported at an approximately horizontal distance apart from each other at the upper part of the swing base end of the side door, and a pair of upper rotation center shafts that are supported approximately horizontally apart from each other at the upper part of the swing base end of the side door; a pair of upper rotational center shafts supported at a distance from each other; four lower rotational center shafts aligned below these upper rotational center shafts; an upper control arm whose both ends are rotatably connected to one rotational center axis; and a lower part whose both ends are rotatably connected to the lower rotational center axis aligned with the upper rotational center axis at both ends of the upper control arm. An automobile side door hinge comprising: a control arm; and a vertically integrated main arm whose upper and lower ends and widthwise ends are rotatably connected to the other upper rotational center axis and the other lower rotational center axis. In the mechanism, the portion of the main arm supported by the body-side upper rotational center axis and the lower rotational center axis is formed into an integral pipe portion in the vertical direction, and is fitted into both upper and lower ends of the pipe portion, and is inserted into the body side A shaft hole into which an upper rotation center shaft and a lower rotation center shaft are rotatably inserted, and a grease reservoir formed outside the upper rotation center shaft and lower rotation center shaft inserted into the shaft holes. The above object is achieved by providing a bottom bushing. Further, the above object is achieved by forming the grease reservoir as a part of the shaft hole on the distal end side of the pipe portion of the bush. Further, the above object is achieved by providing the bush with a collar that is held between the end of the pipe portion and the main arm.

[Effect]

In this device, the upper and lower rotation center shafts on the body side are rotatably inserted into shaft holes of a bush fitted to the end of the pipe part, and the bush has a bottom, and the shaft Since the grease reservoir communicating with the hole is provided, even if the side door hinge mechanism is heated in the paint drying oven and the air inside the pipe expands, it is prevented from reaching the grease reservoir. Therefore, there is no chance of grease leaking out of the paint drying oven and degrading the quality of the paint.

【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, which is 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 is formed to be long in the vertical direction 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, 28A, an upper control arm 30A whose both ends are rotatably connected to the upper rotation center shafts 22A, 26A on the outside in the vehicle width direction of the door side base 16 and the 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. It is composed of 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 inside in the vehicle width direction than B, and when viewed from above,
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 axes 22A, 24A are located in the vicinity of the upper bolt hole 16A in the door side base 16 and at a position offset downward from the bearing support portion 1 that extends horizontally.
7A is mounted and supported in a substantially vertical direction. 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 Further, the body side base 20 has two bolt holes 20A and 20A, respectively, at its upper and lower ends.
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 upper rotational center axes 26A, 28A are located above the bolt hole 20C in the body side base 20, in the vicinity of the upper bolt hole 20A, and at a position offset below the bearing support portion 21A that extends in the horizontal direction. The upper rotation center shafts 26A, 28A are supported in a substantially vertical direction. Further, in the vicinity of the lower bolt hole 20B in the body side base 20, and at a position offset above this, a bearing support part 21B is formed that extends in the horizontal direction, and this bearing support part 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 torsional load of the side door 12, and at the same time handle the weight moment of the side door 12 and the side door due to overload. 12 from twisting, and further controls the rocking locus of the side door 12, it is designed to mainly 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 end 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. Upper rotation center shafts 24A, 28A and lower rotation center shaft 24 for supporting the main arm 32.
B, 28B correspond to the corresponding bearing supports 17A, 21A, 17B and 21, as shown in FIG.
Serration 4 inserted into B from above and below
4A, a collar 44B, and an insertion portion 44C. A bottomed bush 45 with a collar 45A is fitted into the fitting holes 33A and 33B of the pipe portion 33 of the main arm 32. These bushes 45 have a shaft hole 45B into which the insertion portions 44C of the upper rotation center shaft 28A and lower rotation center shaft 28B on the body side are rotatably fitted, and a part of the tip side of this shaft hole 45B. a grease reservoir 45C consisting of a recess formed as a
It is equipped with Other fitting holes 39A and 39 of main arm 32
A bushing 46 (see FIG. 6) with a collar 46A inserted from the outer end side is press-fitted into B, and the cantilevered pin-shaped upper rotational center shaft 24A and lower rotational center are connected to this bushing 46. An insertion portion 44C at the tip of the shaft 24B is inserted into the shaft 24B. Insertion portions 44 inserted into the bushes 46 of the upper rotation center shaft 24A and the lower rotation center shaft 24B
An oil groove 44D is formed in the circumferential direction of C, and lubricating oil is sealed therein. Also, the collars 45A and 46A of bushes 45 and 46
Four radial oil grooves 45F and 46B are also formed at equal angular intervals in the circumferential direction on the outer end surface of the cylinder. Further, as shown in FIG. 7, the upper rotation center shafts 22A, 26A and the lower rotation center shafts 22B, 26B for supporting the upper control arm 30A and the lower control arm 30B are provided with a collar 48A and an insertion portion 48B, respectively. and a cantilever pin with serrations 48C. Further, a bush 50 having a collar 50A is press-fitted into both ends of the upper control arm 30A and the lower control arm 30B from the side of the bearing support parts 17A, 21A, 17B and 21B. The upper rotation center shafts 22A, 26A and the lower rotation center shafts 22B, 26B are inserted into the bush 50 at their insertion portions 48B, and the serrations 48C at the tips are inserted into the bearing support portion 1.
7A, 21A, 17B, and 21B, and are fixed by caulking with the tips of the serrations 48C. An oil groove 48D is formed in the circumferential direction on the outer periphery of the insertion portion 48B, and four oil grooves 50B are also formed on the outer end surface of the collar 50A of the bushing 50 at equal angular intervals in the radial direction from the inner periphery. is formed and lubricating oil is sealed. At the upper and lower ends of the pipe portion 33 of the main arm 32, stoppers 52A and 52B, which project horizontally, are formed, respectively. Corresponding to these stoppers 52A, 52B, a side door 1 is provided on the side of the body side base 20.
The protrusion 5 is formed with stopper surfaces 54A and 54B that the stoppers 52A and 52B come into contact with to regulate the fully open position of the side door 12 when the side door 12 is in the fully open position.
6A and 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. Furthermore, the pipe portion 3 in the main arm 32
3, a door check mechanism 60 is constructed between a torsion bar hook 58, which is formed to protrude horizontally at approximately the vertical center position, and the bearing support portion 21A of the body side base 20. This door check mechanism 60 is composed of a torsion bar 62, a roller 64, and a cam plate 66. As shown in FIGS. 1 and 8, the torsion bar 62 has a generally 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 between the two U-shaped shaft portions 63C and 63D from the left and right sides for positioning in the rotational direction. The upper end side 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 a flat plate-shaped member attached to a portion of the upper surface of the bearing support portion 21A facing the door side base 16, and its cam surface 66A is parallel to the central axis of the pipe portion 33. It's like that. Further, the lift of the cam surface 66A from the center axis of the pipe portion 33 is varied so as to form a moderation interval at an appropriate position when the side door 12 is opened or 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 has upper and lower ribs 64A, and the cam plate 6
6 are sandwiched from above and below, and are rolled into contact with each other, thereby positioning 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 shape 74 formed on 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 20 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 means of a cylindrical member, and has one notch 80A and one notch 80B 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 slits 80C. When elastically fitted into the projections 82A to 82C, the notches 80A, 80B and the slit 80C engage with the protrusions 82A to 82C.
The harness protector 80 is positioned. Here, as shown in FIG. 3, the front end corner of the inner panel 12A of the side door 12 on the vehicle interior side is located on the inside of the end panel 14 in the vehicle width direction, that is, on the inside of the side door hinge 10 in the vehicle width direction. The door side base 16 is protruded forward from the rear end surface of the door side base 16 on the vehicle interior 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. The door side base 16 and the body side base 20 are connected to the end panel 14 of the side door 12 and to the surface 18A of the front pillar 18.
The surface 90 of the door side base 16 facing the end panel 14 has a mounting surface 90A that contacts the end panel 14 and a floating surface 90B that does not make contact.
It is composed of. As shown in FIGS. 9 to 12, this mounting surface 90A is only around the upper and lower bolt holes 16A and 16B in the door side base 16,
The other portion is a floating surface 90B. Moreover, as shown in FIGS. 13 to 16,
Opposing surface 92 in the body side base 20
is the surface 18A of the front pillar 18
The mounting surface 92A that comes into contact with the floating surface 9 that does not make contact with the
It is composed of 2B. This mounting surface 92A is formed only around the upper and lower bolt holes 20A, 20B and the middle bolt hole 20C in the body side base 20, as shown by diagonal lines in FIG. The portion is defined as a floating surface 92B. Next, the operation of the above embodiment will be explained. When assembling the side door hinge mechanism as described above, lubricating grease is filled in the grease reservoir 45C. After the assembled side door hinge mechanism is painted in the painting process, it is dried at high heat in a paint drying oven. At this time, the pipe portion 3 in the main arm 32
The air inside 3 thermally expands and fills the fitting holes 33A at both ends.
and attempts to leak outside from 33B. However, the bushes 45 fitted into both ends of the pipe section 33 have bottoms and a grease reservoir 45C is formed inside thereof.
It doesn't go inside. Therefore, the grease in the grease reservoir 45C is not pushed out by the air in the pipe portion 33. In particular, in this embodiment, the collar 45A is sandwiched between both ends of the pipe section 33 and the main arm 32, so that the air expanded within the pipe section 33 fits into the outer periphery of the bush 45. Passing between the inner circumferences of the matching holes 33A and 33B, and further,
It leaks to the outside through between both ends of the pipe 33 and the collar 45A. Next, the general operation of the side door hinge mechanism in 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 rotation center axis 26A,
Further, 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 rotation center 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,
Rear end portion 11A of the front side fender 11
There is no interference with Moreover, the upper rotation center shafts 22A, 24A, 26
A, 28A and lower rotation center shaft 22A, 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,
Torsion bar 6 in door check mechanism 60
A roller 64 rotatably attached to the side door 2 is brought into contact with the cam surface 66A of the cam plate 66 as the side door 12 swings (see FIG. 17). 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 torsion 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 are brought into contact with the stopper surfaces 54A, 54B, thereby regulating the fully open position. The wire harness 70 is arranged in a substantially S-shape from the end panel 14 of the side door 12 through the inside of the side door hinge 10 to the surface 18A of the front pillar 18.
At a nearby position, the main arm 32 is held by the harness clamp bracket 78 on the body side base 20 side via the harness clamp 76, so when the side door 12 is opened or closed, it is swung around the harness clamp 76, and the main arm 32 is Abbreviation K
Since the wire harness 70 passes through the V-shaped portion where the upper arm 38A and the lower arm 38B intersect, the wire harness 70 passes through the V-shaped portion where the upper arm 38A and the lower arm 38B intersect. is main arm 32, door side base 1
6 or the body side base 20. Further, the wire harness 70 is arranged adjacent to the inner side of the pipe portion 33 of the main arm 32, and a harness protector 80 made of resin is elastically fitted to the projections 82A to 82C of the pipe portion 33. Since the harness protector 80 can come into contact with the wire harness 70, the paint on the pipe portion 33 may be peeled off by the wire harness 70, or the wire harness 70 may be damaged by the pipe portion 33. You can prevent this from happening. In the above embodiment, the side door hinge 10
are four upper rotation center shafts 22A, 24A, 26A, 28A and 22A, respectively, which are spaced apart in the vertical direction.
24B, 26B, 28B, these are supported by one door side base 16 and one body side base 20 that are long in the vertical direction, and a main arm that mainly supports the weight of the side door 12 is integrated in the vertical direction, Moreover, the upper control arm 30A and the lower control arm 30B
Since it is configured as a separate body with a thin shaft, it is possible to obtain sufficient rigidity to support the side door 12 without significantly increasing the weight of the side door hinge 10 and the weight of the side door 12.
The attachment and adjustment work of the side door hinge 10 to the side door 12 and the front pillar 18A can be made extremely easy. Further, the main arm 32 integrated in the vertical direction
is arranged on the inside in the vehicle width direction with respect to the upper control arm 30A and the lower control arm 30B, so the main arm 32 can be arranged at the center of gravity of the side door 12 in the vehicle width direction. The load of the side door 12 on the door hinge 10 can be ideally distributed. Therefore, the side door hinge 10 itself does not waste weight, and can provide maximum rigidity with minimum weight. In particular, the main arm 32 is not only integrated in the upper and lower parts, but also has one large-diameter pipe portion 33 that is fitted into the upper rotation center shaft 28A and the lower rotation center shaft 28B. The stiffness can be increased without significantly increasing the overall weight of 32. Here, the pipe section 33
mainly bears the torsional load, and the upper arm 38A and the lower arm 38B, especially the upper arm 38A, bear the load of the side door 12. Further, the main arm 32 includes a single large-diameter pipe portion 33, and the upper rotation center shaft 28A and the lower rotation center shaft 28B are connected to the serration 48A.
Since it is press-fitted to the bearing support parts 21A and 21B, the pipe part 3
3 support is now possible. Further, the main arm 32 is attached to the side door 12.
In the fully closed state, it has a substantially dogleg shape that is convex outward in the vehicle width direction, and is arranged along the shape of the outer surface 18A of the front pillar 18 in the vehicle width direction, so it interferes with the front pillar 18. without any
It can be stored within the space 34 with good space efficiency. On the other hand, the upper control arm 30A and the lower control arm 30B are also substantially straight and are only slightly bent inward in the vehicle width direction, but the rear end 11A of the front fender 11 , corresponding to the extension 12C of the side door 12, are located forward of the upper rotation center axis 28A, so that when the side door 12 is fully open, the rear end of the fender 11 The side door 12 can be slid forward as much as possible without interfering with the portion 11A. Furthermore, when the side door is fully closed, the upper and lower control arms 30A and 30B are slightly bent, so that they do not interfere with the front pillar 18, etc., and the distance of the space 34 in the vehicle width direction is reduced. be able to. Further, the extension portion 12C of the side door 12 is connected to the upper and lower control arms 30A, 30B.
Since the thick width portion 12D bulges inward in the door thickness direction within a range that does not interfere with the door thickness, the strength of the extension portion 12C is increased in a space efficient manner without sacrificing the size of the side door hinge 10. can be done. Further, the wire harness 70 is connected to the side door 1.
Since the harness hole 72 on the front pillar 18 side is offset in the vertical direction with respect to the harness hole 74 on the end panel 14 side of No. It has the advantage of being easily absorbed. Further, the bolt holes 16A, 16B and 20A, 20B in the door side base 16 and the body side base 20 are formed at the upper and lower ends of each,
In addition, bearing support parts 17A, 17B and 21A, 2 for supporting the rotation center axis of the four-bar rotation link
1B is the bolt hole 16A, 16B, 20A,
20B, the side door hinge 10 can be formed as long as possible in the vertical direction, increasing rigidity and effectively dispersing the load of the side door 12. Further, since the bolt holes and the bearing support portions are located close to each other, it is possible to prevent excessive concentrated loads from being applied to the door side base 16 and the body side base 20. Furthermore, the facing surfaces 90 and 92 of the door side base 16 and the body side base 20 that face the end panel 14 and the front pillar 18, respectively, have only the surroundings of the respective bolt holes 16A, 16B and 20A, 20B, 20C. Since the mounting surfaces 90A and 92A are in contact with the surface 18A of the end panel 14 or the front pillar 18, and the other parts are non-contact floating surfaces 90B and 92B, the side door 12 can be mounted by the side door hinge 10. When the automobile is put into a painting process with the parts attached, paint easily enters between the end panel 14 surface of the side door 12 and the surface 18A of the front pillar 18, and the door side base 16 and body side base 20. Furthermore, even when heated in a paint drying oven, since the contact surfaces between the door side base 16 and body side base 20 and the end panel 14 and front pillar 18 are small, these end panels 14 and the front pillar 18 are
There is little hindrance to the temperature rise of 8A, and therefore insufficient drying is suppressed. Further, in the above embodiment, stoppers 52A and 52B for regulating the fully open position of the side door 12 are provided.
are formed at the upper and lower ends of the pipe portion 33 of the main arm 32, that is, at positions close to the bolt holes 20A, 20B, and 20C of the body side base 20, so that the stoppers 52A, 52B are The tendency for the side attachment portion to easily deform is suppressed. Further, a protrusion 56 forming stopper surfaces 54A, 54B that come into contact with the stoppers 52A, 52B.
Since A and 56B are formed on the inner surface of the body side base 20 and the corners of the pair of upper and lower bearing supports 21A and 21B, they reliably absorb the impact force generated by contact with the stoppers 52A and 52B. be able to. Further, the door check mechanism 60 in the above embodiment
As mentioned above, the torsion bar 62 and the roller 6
4 and a cam plate 66, compared to conventional door check mechanisms, there is no malfunction caused by adhesion of paint, and
It can withstand the high temperature atmosphere of a paint drying oven, and therefore the side door hinge 10 can be assembled before painting. 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 operation force for the side door 12 does not increase, and no malfunction occurs. 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. 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 roller 64 absorbs the mutual assembly error and manufacturing error of the cam plate 66 and torsion bar 62 attached to the bearing support part 21A, and the roller 64
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. Further, 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 6
6A is the upper rotation center axis 28A, that is, the main arm 3
It can be easily formed parallel to the rotation center line of the pipe portion 33 in 2. Therefore, when the side door 12 is opened or closed, the roller 64
can always slide on the cam surface 66A under constant conditions, and both will not be tilted or twisted. Furthermore, the pipe portion 3 in the main arm 32
3 is in a hollow state, so the rigidity of the main arm 32 can be greatly increased without significantly increasing the weight. Furthermore, the upper rotation center shaft 28A and the lower rotation center shaft 28B are separated from each other. Since the member is inserted into the fitting holes 33A and 33B at the upper and lower ends of the pipe section 33, weight reduction and ease of assembly are achieved compared to the case where the rotation center shaft is integrated in the vertical direction. can be improved. Further, in the above embodiment, the front end corner of the inner panel 12A of the side door 12 on the side of the vehicle interior 84 is protruded forward to form the weather strip attachment portion 86.
The door weather strip 88 is attached here, and the rear end surface 18C of the front pillar 8 on the body side is attached to the weather strip attaching portion 8.
A weather strip abutting surface 18B is formed corresponding to the door weather strip 88, and this abuts against the door weather strip 88 in the width direction of the vehicle body.
Space 34 where the side door hinge 10 is arranged
can be configured small, and the front pillar 18
Since the rear end surface 18C of the vehicle is offset further forward than usual, the ease of getting on and off the vehicle is improved. Furthermore, the side door hinge 10 using a four-bar rotation link mechanism can have a sealing structure that matches the opening/closing locus of the side door 12, and therefore, it is possible to reliably seal when the side door 12 is fully closed. . In the above embodiment, the main arm 32, which is vertically integrated, has a pipe portion 33 and an upper arm 3.
8A and a lower arm 38B, the present invention is not limited to this, but the main arm 32 is vertically integrated and has a cantilevered pin-shaped upper rotation Any structure may be used as long as it includes a pipe portion 33 that is rotatably supported by the center shaft 28A and the lower rotation center shaft 28B. Therefore, for example, the main arm 32 may have a frame shape by providing a pipe portion that fits into the upper rotation center shaft 24A and the lower rotation center shaft 24B on the side door 12 side. 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, the door check mechanism 6
The cam plate 66 in 0 has a flat plate shape, and by being attached to the upper bearing support portion 21A of the body side base 20, the cam surface 66A is parallel to the rotation center axis of the pipe portion 33 of the main arm 32. However, regardless of the shape of the cam plate 66, it is sufficient that the cam surface 66A is parallel to the rotation center axis of the pipe portion 33. 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. Further, in the above embodiment, the grease reservoir 45C is formed at the tip of the bush 45 as a part of the shaft hole 45B, but the present invention is not limited to this. Similarly, grooves may be provided in the circumferential direction in the portions of the upper rotation center shaft 28A and the lower rotation center shaft 28B that are inserted into the shaft hole 45B.

[Effect of the idea]

Since the present invention is constructed as described above, the main arm of an automobile side door hinge mechanism using a four-bar rotation link is provided with a pipe portion that fits into the upper and lower rotation center shafts on the body side. However, the grease in the grease reservoir between the pushers attached to both ends of the pipe portion and the upper and lower rotation center shafts is not pushed out by the thermally expanded air inside the pipe portion. Therefore, it has the excellent effect of not deteriorating the coating quality of the side door hinge mechanism.

[Brief explanation of the drawing]

FIG. 1 is a perspective view showing an embodiment of a side door hinge mechanism for an automobile according to the present invention, and FIG. 2 is a schematic sectional view showing the positional relationship between a front pillar and a side door to which a side door hinge according to the embodiment is attached.
Figure 3 is an enlarged view of the main parts of Figure 2.
Fig. 4 is an exploded perspective view showing the main arm and harness protector in the same embodiment, and Fig. 5 shows how the rotation center shaft is attached to the pipe section of the main arm in the same embodiment. 6 is a sectional view showing how other parts of the main arm are fitted with the rotational center shaft, and FIG. 7 is a sectional view showing the attachment state of the rotational center shaft on the control arm side in the above embodiment. , FIG. 8 is a sectional view showing the main parts of the door check mechanism in the same embodiment, FIG. 9 is a side view showing the attached state of the door side arm in the same embodiment, and FIGS. 10 to 12.
The figure is a - to - line view of Fig. 9.
3 is a side view showing the mounting state of the body side base in the above embodiment, FIGS. 14 to 16 are views taken from - line to - in FIG. 13,
FIG. 17 is a plan view showing the side door hinge of the above embodiment when the side door is opened and closed. 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, 22A, 24A... Upper rotation center axis (door side), 26A, 28A... Upper rotation center axis (body side), 22B, 24B
...Lower rotation center shaft (door side), 26B, 2
8B...Lower rotation center axis (body side), 30
A...Upper control arm, 30B...Lower control arm, 32...Main arm, 3
3... Pipe part, 33A, 33B... Fitting hole, 3
8A... Upper arm (main arm), 38B...
...lower arm (main arm), 45...button, 45B...shaft hole, 45C...grease reservoir.

Claims (1)

[Claims for Utility Model Registration] (1) A pair of upper rotation center shafts supported at an approximately horizontal distance apart from each other at the upper part of the swing base end of the side door, and the body side adjacent to said end. A pair of upper rotational center shafts supported at an upper part of the surface so as to be spaced apart in a substantially horizontal direction; four lower rotational center shafts aligned below these upper rotational center shafts; An upper control arm whose both ends are rotatably connected to one rotation center axis on each of the body side and side door side, and an upper control arm whose both ends are connected to the lower rotation center axis which is aligned with the upper rotation center axis at both ends of the upper control arm. A rotatably connected lower control arm,
A side door hinge mechanism for an automobile comprising: a vertically integrated main arm whose upper and lower ends and widthwise ends are rotatably connected to the other upper rotational center axis and the other lower rotational center axis; The part of the main arm that is supported by the body-side upper rotational center axis and the lower rotational center axis is formed into a vertically integrated pipe section, and is fitted into both the upper and lower ends of the pipe section, and is connected to the body-side upper rotational center axis. and a bottomed bush comprising a shaft hole into which the lower rotation center shaft is rotatably inserted, and a grease reservoir formed outside the upper rotation center shaft and the lower rotation center shaft inserted into the shaft hole. An automobile side door hinge mechanism. (2) The side door hinge mechanism for a motor vehicle according to claim 1, wherein the grease reservoir is formed as a part of the shaft hole on the distal end side of the pipe portion of the bush. (3) The side door hinge mechanism for an automobile according to claim 1, wherein the bushing has a collar that is held between the end of the pipe portion and the main arm.