Split type aluminum frameless door coating clamp for automobile

Abstract

The utility model relates to the field of automobile manufacturing, concretely relates to a split type automobile aluminium frameless door coating clamp, it includes two kinds of coating clamp, clamp A and clamp B, the clamp A includes first limit part, second limit part, third limit part and connecting rod, the clamp B includes fourth limit part, fifth limit part and door positioning end head, the fourth limit part is connected on the car body side wall sheet metal, the fifth limit part and door positioning end head correspond in the both sides of clamp B, the utility model relates to a split type automobile aluminium frameless door coating clamp, each component basically adopts the integrated processing form, and the welding form is less, on one hand increases the strength of clamp, and the clamp is not easy to deform in the use process, reduces the maintenance cost of factory subsequently, on the other hand, the clamp structure is simple, is not easy to cause the paint accumulation, improves the coating quality.

Description

Technical Field

[0001] This utility model relates to the field of automobile manufacturing, specifically to a split-type aluminum frameless car door painting fixture. Background Technology

[0002] In the automobile manufacturing process, the white body entering the painting workshop from the welding workshop has its doors connected to the side panels of the body via hinges, and is in a free swinging state. In order to meet the requirements of production line passability and painting process, it is usually necessary to use fixtures to fix the doors. In particular, during the painting process after electrophoretic baking, the fixtures must meet the following requirements: (1) The fixtures limit the doors to a small angle opening, on the one hand, to ensure stable transportation of the white body and prevent sheet metal collisions; on the other hand, to meet the requirements of robot painting, thereby meeting the requirements of external surface painting quality; (2) The fixtures make the doors easy to open and close and support the doors to avoid contact with the side panels and sticking paint, thereby ensuring the operability of manual operations, such as manual hole plugging, manual glue application, and manual internal surface painting, and meeting the requirements of internal surface painting quality.

[0003] With the trend of lightweighting in the automotive industry, aluminum is being used more and more widely in automotive design and manufacturing, accounting for an increasingly larger proportion of the metal materials in the body-in-white. In particular, aluminum doors are one of the most widely used applications. Existing technology CN222000382U uses a magnetically attached clamp, with one end connected to the side panel of the vehicle body via a snap-fit ​​connection and the other end connected to the inner door panel via a magnet, limiting the door opening to a small angle. This type of clamp is only suitable for traditional metal materials, such as cold-rolled steel and galvanized steel. However, for aluminum doors, the magnetic connection to the inner door panel is ineffective.

[0004] With the market's growing demand for personalization and fashion, frameless car door designs have emerged. However, existing technology CN206168632U uses spring-loaded clamps that need to hold the upper part of the door frame to prevent the door from opening. Therefore, spring-loaded clamps are unsuitable for frameless doors. Furthermore, during transport, these clamps are not reliable in limiting the door's position, causing it to wobble and risk loosening. During the topcoat process, especially with robotic painting, this door wobble negatively impacts the painting quality.

[0005] With the optimization of automotive interior design, innovation in parts layout, and cost reduction requirements, the exposed area of ​​the body sheet metal after final assembly will increase, leading to higher requirements for painting and spraying quality and larger painting areas. In particular, the painting area around the side door openings is gradually required to be completely painted. In existing technologies, some methods employ a stop block (such as CN207271566U), where one end of the clamp is always fixed to the side panel sheet metal, and the other end supports the door to prevent paint adhesion when the door is closed. However, this type of stop block often fits snugly against the edge of the side panel door opening, causing paint obstruction. After removing the stop block clamp, the area where the clamp was placed at the edge of the side panel door opening is unpainted, requiring polishing, grinding, and repainting, which increases personnel and material costs. Other methods employ a lever (such as CN207271566U), where one end of the clamp is always fixed to the door, and the other end limits the side panel sheet metal via a lever to prevent paint adhesion when the door is closed. However, with this type of lever, after the side panel door opening is painted, it comes into contact with the wet paint film of the side panel door opening. After baking, removing the clamp leaves paint adhering to the lever area at the edge of the side panel door opening, requiring polishing, grinding, and repainting, which also increases personnel and material costs.

[0006] In the design and manufacturing of mid-to-high-end automobiles both domestically and internationally, aluminum door painting fixtures typically use disposable plastic fixtures. These fixtures are costly, non-reusable, and generate significant environmental pollution, contradicting green environmental principles. Meanwhile, with the ever-changing domestic and international economic landscape and increasing pressure on automobile sales, cost reduction is a crucial issue for automakers, both now and for a considerable period. Using stainless steel fixtures, which can be washed and reused, is a cost-reduction solution favored by many automakers.

[0007] The overall cost of reusable stainless steel fixtures includes design cost, manufacturing cost, labor costs during disassembly and assembly, and daily factory maintenance costs (including daily maintenance, cleaning, and transportation costs). Existing technology CN104607364A uses an integrated fixture that combines door opening and closing protection functions, reducing the number and types of tooling and lowering initial manufacturing costs. However, it is more complex to design, consumes more material per fixture, has a complex structure prone to deformation, requires longer disassembly and assembly times, and has higher daily factory maintenance costs. Furthermore, if the integrated fixture is not cleaned promptly during reuse, paint from the fixture surface can be introduced into the pretreatment electrophoresis tank, contaminating the tank and posing quality risks. In summary, for the same functionality, separate fixtures have a lower overall cost than integrated fixtures. In practical applications, factories also tend to prefer separate fixtures with higher stability, reliability, and simpler structures.

[0008] Currently, many domestic automakers still use manual welding and sealing processes for sealing seams and manual spraying of the inner surface of the car body. Therefore, ergonomic, easy-to-assemble, and lightweight fixtures are still in demand in the market. Existing patents only apply for single-function fixtures that prevent the doors from opening or closing, which does not meet the composite process requirements of the painting section after electrophoresis baking. The composite process requirements are: (1) the door needs to be stably limited to a small opening angle, and (2) the door can be opened and closed freely, and the door does not come into contact with the side panel during the closing process, thus preventing paint adhesion. Therefore, how to achieve the painting manufacturing of aluminum frameless doors and the edges of the side door openings that need to be completely painted, while taking into account the requirements of green, low-carbon, environmental protection, cost reduction and efficiency improvement, has become a technical problem that needs to be solved urgently by those skilled in the art. Utility Model Content

[0009] To address the aforementioned problems, this utility model proposes a split-type frameless aluminum car door painting fixture, which is capable of being used in all painting stages after electrophoresis baking, enabling reliable car body conveying, robotic spraying, and manual operation.

[0010] A split-type frameless aluminum car door painting fixture, comprising two painting fixtures, fixture A and fixture B; The clamp A includes a first limiting part, a second limiting part, a third limiting part, and a connecting rod; the first limiting part is connected to the side panel of the vehicle body; the connecting rod is connected to the first limiting part and extends in a direction away from the side panel of the vehicle body; the second limiting part is at the end of the connecting rod, and the second limiting part engages with a corresponding mating part of the inner door panel via the forward rotation of the connecting rod, forming a first stop position of the clamp A; the third limiting part is at the middle end of the connecting rod, and a high-temperature resistant magnet is provided at the end of the third limiting part, and the third limiting part is magnetically connected to the side panel of the vehicle body, forming a second stop position of the clamp A; The clamp B includes a fourth limiting part, a fifth limiting part, and a door positioning end; the fourth limiting part is connected to the side panel of the vehicle body; the fifth limiting part and the door positioning end are located on opposite sides of the clamp B.

[0011] Furthermore, the first limiting part includes a first tightening part connected to the side panel sheet metal of the vehicle body and a first T-shaped rod fixed to the end of the first tightening part. The first tightening part is used for threaded connection with the side panel sheet metal, and the first T-shaped rod is used for manual tightening operation by an employee. The operator holds the first T-shaped rod and screws the first tightening part into the threaded hole of the side panel sheet metal for fixation. The connecting rod includes a first sleeve and a first connecting rod rotatably connected to the first limiting part. The first stop position and the second stop position of the clamp A are realized by the forward and reverse rotation of the connecting rod.

[0012] Furthermore, the second limiting part includes a baffle connected to the connecting rod and a reinforcing rib. The baffle and the fourth bent section form a V-shaped locking groove, which is connected to the inner panel of the door via the forward rotation of the connecting rod to form the first stop position of the clamp A, so that the door is limited to a small angle opening to realize production line conveying and robot spraying of the outer surface of the white body; the reinforcing rib and the baffle form a triangle, which can improve the stability of the locking groove. The structure of the second limiting part is all welded.

[0013] Furthermore, the third limiting part includes a second connecting rod connected to the middle end of the connecting rod, a high-temperature resistant magnet, and a Phillips head countersunk screw. The third limiting part rotates in the opposite direction via the connecting rod, and the high-temperature resistant magnet is adsorbed and connected to the side panel sheet metal to form the second stop position of the clamp A. This prevents the connecting rod from rotating and falling into the side panel door opening due to gravity when the door is opened, which could damage the paint or affect employee operation. The second connecting rod is integrally machined. The high-temperature resistant magnet is a strong magnet with a countersunk hole. A groove with internal threads is provided at the end of the second connecting rod. After the high-temperature resistant magnet is placed in the groove at the end of the second connecting rod, it is connected by a Phillips head countersunk screw through the internal threads of the groove at the end of the second connecting rod to stably fix the high-temperature resistant magnet.

[0014] Furthermore, the first tightening part is integrally formed by machining a pin and includes a first threaded rod, a first smooth rod, and a first stop plate. The first threaded rod is assembled with a threaded hole on the side sheet metal, and the first smooth rod is assembled with a first sleeve. The first sleeve can rotate around the first smooth rod in both directions. The first stop plate is used to limit the forward tightening of the first threaded rod. Since the threaded hole on the side sheet metal is a through hole, without the first stop plate to limit it, the first threaded rod can be continuously tightened forward, resulting in failure of the assembly with the side sheet metal. The first sleeve is integrally formed by machining a pin and includes a first sleeve body and a first sleeve boss. The inner wall of the first sleeve body consists of two sections: the end near the first T-shaped rod has an internal thread, and the end away from the first T-shaped rod has a smooth inner wall, which allows the first threaded rod to pass through the internal thread of the first sleeve body and ensures that the first threaded rod does not fall out of the sleeve. The first smooth rod and the first sleeve can be rotatably connected. The first sleeve boss is to reduce the contact area between the clamp A and the side sheet metal, increasing the stability of the clamp.

[0015] Furthermore, the first connecting rod is integrally formed by bending, connecting the first limiting part, the second limiting part, and the third limiting part. The first connecting rod includes four bent sections: a first bent section, a second bent section, a third bent section, and a fourth bent section. When the clamp A is in the first stop position, the first bent section is parallel to the inner panel of the door and extends towards the front of the vehicle; the second bent section is perpendicular to the first bent section and extends towards the roof; the third bent section is perpendicular to the second bent section and extends towards the side panel; and the fourth bent section is perpendicular to the third bent section and extends towards the bottom of the vehicle, with each bending angle being 90°. The lengths of the first and second bent sections together determine the connection position between the second limiting part and the door; the length of the third bent section determines the opening degree of the door; and the length of the fourth bent section determines the stability of the second limiting part in supporting the door. The fourth bent section should not be too long, as excessive length may make it difficult for the locking part to detach from the inner panel of the door. The end of the fourth bend needs to be sharpened to form a V-shaped locking groove with the baffle, so that the fixture A can be easily disassembled and used.

[0016] When clamp A switches from the first stop position to the second stop position, the first tightening part needs to be loosened in advance by loosening 1-2 threads to allow rotation space for the first sleeve and prevent the rotating boss of the first sleeve from damaging the paint on the side sheet metal. When clamp A switches from the second stop position to the first stop position, the first sleeve rotates in the positive direction around the first guide rod. After the second limiting part engages with the inner door panel, the first tightening part needs to be tightened to ensure the inner door panel is stably limited.

[0017] Furthermore, the fourth limiting part includes a second tightening part connected to the side panel sheet metal of the vehicle body and a second T-shaped rod fixed to the end of the second tightening part. The second tightening part is used for threaded connection with the side panel sheet metal, and the second T-shaped rod is used for hand-tightening operation by the employee. The operator holds the second T-shaped rod and screws the second tightening part into the threaded hole of the side panel sheet metal for fixing.

[0018] Furthermore, the fifth limiting part includes a second sleeve, a third connecting rod, and a positioning pin. The end of the third connecting rod is drilled, the positioning pin is inserted, and then welded in to increase the stability of the clamp. The positioning pin is connected to the side panel sheet metal and, together with the fourth limiting part, positions the clamp B on the side panel sheet metal. The fifth limiting part restricts the free rotation of the clamp B, thereby fixing the positioning position of the door positioning end and the inner door panel.

[0019] Furthermore, the door positioning end includes a fifth bend and a sixth bend. The fifth bend connects the second sleeve and the sixth bend. The end of the sixth bend is rounded, and the bending angle of the sixth bend is 145°. When the clamp A is in the second stop position, during the closing movement of the door with the hinge, the door positioning end contacts the inner door panel support. The inner door panel has a small opening angle relative to the side sheet metal to prevent paint adhesion caused by the door closing and contacting the side sheet metal.

[0020] The second tightening part is integrally formed by machining a pin and includes a second threaded rod, a second smooth rod, and a second stop plate. The second threaded rod is assembled and fixed to the threaded hole on the side panel sheet metal. The second stop plate is used to limit the forward tightening of the second threaded rod. Since the threaded hole on the side panel sheet metal is a through hole, without the second stop plate to limit it, the second threaded rod can be tightened forward indefinitely, causing the assembly with the side panel sheet metal to fail.

[0021] Furthermore, the second sleeve is integrally formed by machining a pin. The inner wall of the second sleeve consists of two sections: the end near the second T-shaped rod has an internal thread, and the end away from the second T-shaped rod has a smooth inner wall, which is used to assemble the second threaded rod through the internal thread of the second sleeve and to ensure that the second threaded rod does not fall out of the sleeve.

[0022] This utility model relates to a split-type frameless aluminum car door painting fixture. The components are basically manufactured in one piece with minimal welding. This increases the fixture's strength, making it less prone to deformation during use and reducing subsequent maintenance costs for the factory. Furthermore, the fixture's simple structure prevents paint buildup and improves painting quality.

[0023] The beneficial effects of this utility model are as follows: A new painting fixture is designed for frameless aluminum doors, meeting the current automotive market's trends towards lightweight, personalized, and fashionable designs. During assembly, disassembly, and use, it prevents paint obstruction or adhesion at the edge of the side door opening, avoiding manual touch-up operations, improving painting quality, and increasing production line efficiency. A magnetic attachment method is designed to fix the fixture to the side of the vehicle body. The magnetic attachment prevents the fixture from falling to the edge of the side door opening due to gravity, damaging the paint, or interfering with manual operation. It is fully functional and suitable for all stages after electrophoretic coating and baking. The structure is simple, lightweight, ergonomic, and easy to assemble and disassemble, reducing labor costs. It is recyclable, has lower maintenance costs compared to plastic fixtures, and is more in line with green, low-carbon, and environmentally friendly requirements. The two types of fixtures involved can be used together or as standalone units in conjunction with other fixtures, allowing users to choose flexibly. It has a wide range of applications, suitable for both traditional cold-rolled steel and galvanized steel car doors, as well as emerging aluminum car doors; it is suitable for both traditional framed car doors and emerging frameless car doors. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the structure of clamp A provided in an embodiment of the present utility model; Figure 2 This is a schematic diagram of the structure of clamp B provided in an embodiment of the present utility model; Figure 3 This is a schematic diagram of the connecting rod of clamp A provided in an embodiment of the present utility model; Figure 4A cross-sectional view of the first limiting portion of the clamp A provided in an embodiment of this utility model; Figure 5 A cross-sectional view of the fourth limiting portion of the clamp B provided in an embodiment of this utility model; Figure 6 A schematic diagram showing the clamp A in the first stop position according to an embodiment of the present utility model; Figure 7 A schematic diagram showing the clamp A in the second stop position according to an embodiment of the present utility model; Figure 8 A schematic diagram illustrating the assembly of clamp B and side panel according to an embodiment of this utility model; Figure 9 A schematic diagram showing the simultaneous installation of clamp A and clamp B in an embodiment of this utility model, with clamp A in the first stop position; Figure 10 This is a schematic diagram showing the clamp A in the second stop position and the clamp B supporting the car door, provided in an embodiment of the present invention.

[0025] Explanation of reference numerals in the attached figures: 11-Side panel of vehicle body; 12-Inner door panel; 21-First tightening part; 211-First threaded rod; 212-First smooth rod; 213-First baffle; 22-First T-shaped rod; 23-First sleeve; 231-First sleeve body; 232-First sleeve boss; 24-First connecting rod; 241-First bending section; 242-Second bending section; 243-Third bending section; 244-Fourth bending section; 25-Second connecting rod; 26-High temperature resistant magnet; 27-Phillips countersunk screw; 28-Baffle; 29-Reinforcing rib; 31-Second tightening part; 311-Second threaded rod; 312-Second smooth rod; 313-Second baffle; 32-Second T-shaped rod; 33-Second sleeve; 34-Third connecting rod; 35-Positioning pin; 36-Fifth bending section; 37-Sixth bending section. Detailed Implementation

[0026] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0027] like Figure 1-10 As shown, a split-type frameless aluminum automotive door painting fixture includes fixture A and fixture B. The clamp A includes a first limiting part, a second limiting part, a third limiting part, and a connecting rod. The first limiting part is connected to the side panel 11 of the vehicle body; the connecting rod is connected to the first limiting part and extends in a direction away from the side panel 11 of the vehicle body; the second limiting part is at the end of the connecting rod, and the second limiting part engages with the corresponding mating part of the inner door panel via the forward rotation of the connecting rod, forming a first stop position of the clamp A; the third limiting part is at the middle end of the connecting rod, and a high-temperature resistant magnet 26 is provided at the end of the third limiting part, and the third limiting part is magnetically connected to the side panel 11, forming a second stop position of the clamp A.

[0028] The clamp B includes a fourth limiting part, a fifth limiting part, and a door positioning end. The fourth limiting part is connected to the side panel 11 of the vehicle body; the fifth limiting part and the door positioning end are located on opposite sides of the clamp B.

[0029] The clamp A has a first limiting part that is positioned and connected to the side panel 11. Specifically, the positioning can be achieved by using the existing hole structure on the side panel 11. The first limiting part is always positioned and connected to the side panel 11 in all stages after electrophoretic baking. The second limiting part is connected to the first limiting part by a connecting rod. It is used to position and connect to the inner door panel 12. It has a snap-fit ​​groove. The inner door panel 12 is snapped into the snap-fit ​​groove, and the clamp A is in the first stop position, so that the inner door panel 12 has a preset opening angle relative to the side panel 11. The second limiting part can be positioned by using the existing structure on the inner door panel 12, such as holes, grooves, plate structures, etc. The third limiting part is connected to the connecting rod and has a high-temperature resistant magnet. It is used to magnetically connect to the side panel 11, that is, the clamp A is in the second stop position, so as to release the limiting effect of the clamp A on the door and prevent the clamp A from rotating and falling to the edge of the side panel due to gravity, damaging the paint or interfering with manual operation.

[0030] Therefore, the clamp A has two stop positions. When the connecting rod rotates in the forward direction, the locking groove is connected to the inner panel 12 of the door to limit the connection, which is the first stop position. When the connecting rod rotates in the reverse direction, the magnet attracts the side panel 11, which is the second stop position.

[0031] The clamp B has a fourth limiting part that is positioned and connected to the side panel 11. This positioning is achieved using existing holes on the side panel 11. Throughout all stages after electrophoretic baking, the fourth limiting part remains connected to the side panel 11. The door positioning end makes support contact with the inner door panel 12. The specific contact point can be an area covered by the interior trim of the door, so that when clamp A is in the second stop position, clamp B can provide a small-angle support to the inner door panel, preventing paint adhesion between the inner door panel and the side panel 11 and causing quality defects. The fifth limiting part is also positioned and connected to the side panel 11, again using existing holes on the side panel 11. These holes should be distinct from those of the fourth limiting part. The fifth and fourth limiting parts together position clamp B on the side panel 11. The fifth limiting part restricts the free rotation of clamp B, thereby fixing the positioning position of the door positioning end and the inner door panel 12.

[0032] The clamp B used to support the small-angle opening of the car door should be equal to or smaller than the small-angle opening of the car door used to limit the opening of the car door by the clamp A, so as to avoid the door positioning end of the clamp B interfering with and squeezing the inner panel of the car door when the clamp A is in the first stop position, causing sheet metal defects.

[0033] When clamp A is working, i.e., when clamp A is in the first stop position, it can limit the aluminum frameless door to a fixed small angle opening, ensuring the door is stable and does not wobble. When clamp A is not working, i.e., when clamp A is in the second stop position, the door can move freely with the door hinges. Clamp B is used to support the door to form a small angle opening, preventing the door from closing and sticking to the side panel paint. The small angle opening formed by clamp B should be less than or equal to the small angle opening formed by clamp A. During the assembly, disassembly, and use of clamps A and B, they will not obstruct or contact the edge of the side panel door opening, thus allowing for complete painting of the side panel door opening edge. This clamp has the function of being used in all stages of painting after electrophoretic baking, enabling reliable body conveying, robotic painting, and manual operation.

[0034] After electrophoresis baking, the first limiting part is positioned and connected to the side sheet metal 11, and the second limiting part is connected to the inner door panel 12. Even when the clamp A is in the first stop position, the inner door panel 12 has a preset opening angle relative to the side sheet metal 11, so that it can be transported on the production line and the robot sprays the outer surface of the white body. At the manual operation station, the inner door panel 12 is disengaged from the snap-fit ​​part, and the third positioning part is adsorbed and connected to the side sheet metal 11, so that the clamp A is in the second stop position and the inner door panel 12 is closed. At this time, the inner door panel 12 contacts the door positioning end of the clamp B, so that the inner door panel has a preset opening angle relative to the side sheet metal 11, so that manual hole plugging, glue application, inner surface spraying and other operations can be performed.

[0035] The first limiting part includes a first tightening part 21 connected to the side panel sheet metal 11 of the vehicle body and a first T-shaped rod 22 fixed to the end of the first tightening part 21. The first tightening part 21 is used to be threadedly connected to the side panel sheet metal 11, and the first T-shaped rod 22 is used for the operator to tighten by hand. The operator holds the first T-shaped rod 22 and screws the first tightening part 21 into the threaded hole of the side panel sheet metal 11 for fixing.

[0036] The connecting rod includes a first sleeve 23 rotatably connected to the first limiting part and a first connecting rod 24. The first stop position and the second stop position of the clamp A are realized by the forward and reverse rotation of the connecting rod.

[0037] The second limiting part includes a baffle 28 connected to a connecting rod and a reinforcing rib 29. The baffle 28 and the fourth bending section 244 form a V-shaped locking groove, which is connected to the inner panel of the car door via the forward rotation of the connecting rod to form the first stop position of the clamp A, so that the car door is limited to a small angle opening to realize production line conveying and robot spraying of the outer surface of the white body; the reinforcing rib 29 and the baffle 28 form a triangle, which can improve the stability of the locking groove. The structure of the second limiting part is all welded.

[0038] The third limiting part includes a second connecting rod 25 connected to the middle end of the connecting rod, a high-temperature resistant magnet 26, and a Phillips head countersunk screw 27. The third limiting part rotates in the opposite direction via the connecting rod, and the high-temperature resistant magnet 26 is attracted and connected to the side panel sheet metal 11 to form the second stop position of the clamp A. This prevents the connecting rod from rotating and falling into the side panel door opening due to gravity when the door is opened, which could damage the paint or affect employee operation. The second connecting rod 25 is integrally formed by turning. The high-temperature resistant magnet 26 is a strong magnet with a countersunk hole. A groove with internal threads is provided at the end of the second connecting rod 25. After the high-temperature resistant magnet 26 is placed in the groove at the end of the second connecting rod 25, it is then connected by a Phillips head countersunk screw 27 through the internal thread of the groove at the end of the second connecting rod 25 to stably fix the high-temperature resistant magnet.

[0039] The first tightening part 21 is integrally formed by machining and includes a first threaded rod 211, a first smooth rod 212, and a first baffle 213. The first threaded rod 211 is assembled with the threaded hole on the side panel sheet metal 11, and the first smooth rod 212 is assembled with the first sleeve 23. The first sleeve 23 can rotate around the first smooth rod 212 in both directions. The first baffle 213 is used to limit the forward tightening of the first threaded rod 211. Since the threaded hole on the side panel sheet metal 11 is a through hole, if there is no first baffle 213 to limit it, the first threaded rod 211 can be tightened forward continuously, which will cause the assembly with the side panel sheet metal to fail.

[0040] Furthermore, the first sleeve 23 is integrally formed by machining, including a first sleeve body 231 and a first sleeve boss 232. The inner wall of the first sleeve body 231 is composed of two sections: the end near the first T-shaped rod 22 has an internal thread, and the end away from the first T-shaped rod 22 has a smooth inner wall, which is used to assemble the first threaded rod 211 through the internal thread of the first sleeve body 231 and to ensure that the first threaded rod 211 does not fall out of the sleeve. The first smooth rod 212 and the first sleeve 23 can be rotatably connected. The first sleeve boss 232 is to reduce the contact area between the clamp A and the side sheet metal, thereby increasing the stability of the clamp.

[0041] The first connecting rod 24 is integrally formed by bending, connecting the first limiting part, the second limiting part, and the third limiting part. The first connecting rod 24 includes four bent sections: a first bent section 241, a second bent section 242, a third bent section 243, and a fourth bent section 244. When the clamp A is in the first stop position, the first bent section 241 is parallel to the inner panel of the door and extends towards the front of the vehicle; the second bent section 242 is perpendicular to the first bent section 241 and extends towards the roof; the third bent section 243 is perpendicular to the second bent section 242 and extends towards the side panel; and the fourth bent section 244 is perpendicular to the third bent section and extends towards the bottom of the vehicle. The bending angle of each section is 90°. The lengths of the first bent section 241 and the second bent section 242 together determine the position where the second limiting part connects to the door; the length of the third bent section 243 determines the opening degree of the door; and the length of the fourth bent section 244 determines the stability of the second limiting part in supporting the door. The fourth bend section 244 should not be too long, otherwise it will be difficult for the snap-fit ​​part to detach from the inner door panel. The end of the fourth bend section 244 needs to be sharpened to form a V-shaped snap-fit ​​groove with the baffle 28, so as to facilitate the disassembly and use of the clamp A.

[0042] When the clamp A switches from the first stop position to the second stop position, the first tightening part 21 needs to be loosened in advance, loosening 1-2 threads to allow rotation space for the first sleeve 23 and prevent the first sleeve boss 232 from rotating and scratching the paint on the side sheet metal 11. When the clamp A switches from the second stop position to the first stop position, the first sleeve 23 rotates in the positive direction around the first guide rod 212. After the second limiting part engages with the inner door panel 12, the first tightening part 21 needs to be tightened to ensure the inner door panel 12 is stably limited.

[0043] The fourth limiting part includes a second tightening part 31 connected to the side panel sheet metal 11 of the vehicle body, and a second T-shaped rod 32 fixed to the end of the second tightening part 31. The second tightening part 31 is used to be threadedly connected to the side panel sheet metal 11, and the second T-shaped rod 32 is used for hand-tightening operation by the operator. The operator holds the second T-shaped rod 32 and screws the second tightening part 31 into the threaded hole of the side panel sheet metal 11 for fixing.

[0044] The fifth limiting part includes a second sleeve 33, a third connecting rod 34, and a positioning pin 35. After drilling a hole at the end of the third connecting rod 34, the positioning pin 35 is inserted and welded in to increase the stability of the clamp. The positioning pin 35 is connected to the side panel 11 and, together with the fourth limiting part, positions the clamp B on the side panel 11. The fifth limiting part restricts the free rotation of the clamp B, thereby fixing the positioning position of the door positioning end and the inner door panel 12.

[0045] The door positioning end includes a fifth bend segment 36 and a sixth bend segment 37. The fifth bend segment 36 connects the second sleeve 33 and the sixth bend segment 37. The end of the sixth bend segment 37 is rounded, and the bending angle of the sixth bend segment is 145°. When the clamp A is in the second stop position, during the closing movement of the door with the hinge, the door positioning end is in support contact with the inner door panel 12. The inner door panel 12 has a small opening angle relative to the side sheet metal 11 to prevent paint adhesion caused by the door contacting the side sheet metal when closing.

[0046] The second tightening part 31 is integrally formed by machining and includes a second threaded rod 311, a second smooth rod 312, and a second stop 313. The second threaded rod 311 is assembled and fixed with the threaded hole on the side panel 11. The second stop 313 is used to limit the forward tightening of the second threaded rod 311. Since the threaded hole on the side panel 11 is a through hole, without the second stop 313 limiting it, the second threaded rod 311 can be continuously tightened forward, resulting in failure of the assembly with the side panel.

[0047] The second sleeve 33 is integrally formed by machining. The inner wall of the second sleeve 33 consists of two sections. The end near the second T-shaped rod 32 has an internal thread, while the end away from the second T-shaped rod 32 has a smooth inner wall. This allows the second threaded rod 311 to be assembled through the internal thread of the second sleeve 33 and ensures that the second threaded rod 311 does not fall out of the sleeve.

[0048] The aforementioned split-type frameless aluminum car door painting fixture uses a one-piece molding process for each component, with minimal welding. This increases the fixture's strength, making it less prone to deformation during use and reducing subsequent maintenance costs for the factory. Furthermore, the fixture's simple structure reduces paint buildup, thus improving painting quality.

[0049] As can be seen from the description, the fixture provided by the embodiments of the present invention can realize the full-scene use function of all stages of coating after electrophoretic baking, and can reliably carry out vehicle body transportation, robot spraying and manual operation. Obviously, compared with the traditional technology, the technical solution solves the problem of magnetic adsorption of aluminum door inner panel failure; solves the problem of spring clip limit frameless door failure; solves the problem of the fixture limit part blocking the side door opening causing paint sticking and requiring manual touch-up; solves the problem of plastic not being recyclable with the vehicle fixture; thereby achieving (1) stable support and limit of aluminum frameless door, meeting the coating process requirements of aluminum frameless door; (2) no obstruction of side door opening during installation and use, ensuring complete paint spraying of the side door opening edge, improving coating quality; (3) simplified fixture structure, thereby reducing the cost of fixture manufacturing and subsequent maintenance, the labor cost of disassembling and assembling fixture, and thus reducing the overall coating cost; (4) realized the recyclability of fixture, meeting the requirements of green and low-carbon development.

[0050] The preferred embodiments of this patent have been described in detail above. However, this patent is not limited to the described embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this patent.

Claims

1. A split-type frameless aluminum automotive door painting fixture, characterized in that: It includes two painting fixtures, fixture A and fixture B; The clamp A includes a first limiting part, a second limiting part, a third limiting part, and a connecting rod; the first limiting part is connected to the side panel of the vehicle body; the connecting rod is connected to the first limiting part and extends in a direction away from the side panel of the vehicle body; the second limiting part is at the end of the connecting rod, and the second limiting part engages with a corresponding mating part of the inner door panel via the forward rotation of the connecting rod, forming a first stop position of the clamp A; the third limiting part is at the middle end of the connecting rod, and a high-temperature resistant magnet is provided at the end of the third limiting part, and the third limiting part is magnetically connected to the side panel of the vehicle body, forming a second stop position of the clamp A; The clamp B includes a fourth limiting part, a fifth limiting part, and a door positioning end; the fourth limiting part is connected to the side panel of the vehicle body; the fifth limiting part and the door positioning end are located on opposite sides of the clamp B.

2. The split-type frameless aluminum car door painting fixture according to claim 1, characterized in that: The first limiting part includes a first tightening part connected to the side panel sheet metal of the vehicle body and a first T-shaped rod fixed to the end of the first tightening part; the connecting rod includes a first sleeve rotatably connected to the first limiting part and a first connecting rod; the second limiting part includes a baffle connected to the connecting rod and a reinforcing rib, the baffle and the fourth bent section form a V-shaped snap-fit ​​groove, and are connected to the inner panel of the door via the forward rotation of the connecting rod to form the first stop position of the clamp A, the reinforcing rib and the baffle form a triangle, and the structure of the second limiting part is all welded.

3. A split-type frameless aluminum automotive door painting fixture according to claim 2, characterized in that: The third limiting part includes a second connecting rod connected to the middle end of the connecting rod, a high-temperature resistant magnet, and a Phillips head countersunk screw. The third limiting part rotates in the opposite direction via the connecting rod, and the high-temperature resistant magnet is adsorbed and connected to the side sheet metal to form the second stop position of the fixture A. The second connecting rod is integrally formed by turning. The high-temperature resistant magnet is a strong magnet with a countersunk hole. A groove is provided at the end of the second connecting rod, and the groove is provided with an internal thread. After the high-temperature resistant magnet is placed in the groove at the end of the second connecting rod, the Phillips head countersunk screw is connected to the internal thread of the groove at the end of the second connecting rod.

4. A split-type frameless aluminum automotive door painting fixture according to claim 3, characterized in that: The first tightening part is integrally formed by machining a pin and includes a first threaded rod, a first smooth rod, and a first stop plate. The first threaded rod is assembled with a threaded hole on the side sheet metal, and the first smooth rod is assembled with a first sleeve. The first sleeve rotates around the first smooth rod in both directions. The first stop plate is used to limit the forward tightening of the first threaded rod. The first sleeve is integrally formed by machining a pin and includes a first sleeve body and a first sleeve boss. The inner wall of the first sleeve body is composed of two sections. The inner wall of the end near the first T-shaped rod has internal threads, and the inner wall of the end away from the first T-shaped rod is smooth.

5. A split-type frameless aluminum automotive door painting fixture according to claim 4, characterized in that: The first connecting rod is integrally formed by bending and connects the first limiting part, the second limiting part, and the third limiting part. The first connecting rod includes four bending sections, namely the first bending section, the second bending section, the third bending section, and the fourth bending section. When the clamp A is in the first stop position, the first bending section is parallel to the inner panel of the door and extends towards the front of the vehicle. The second bending section is perpendicular to the first bending section and extends towards the roof of the vehicle. The third bending section is perpendicular to the second bending section and extends towards the side panel. The fourth bending section is perpendicular to the third bending section and extends towards the bottom of the vehicle. The bending angle of each section is 90°.

6. A split-type frameless aluminum automotive door painting fixture according to claim 5, characterized in that: The fourth limiting part includes a second tightening part connected to the side panel sheet metal of the vehicle body and a second T-shaped rod fixed to the end of the second tightening part. The second tightening part is used for threaded connection with the side panel sheet metal, and the second T-shaped rod is used for hand-tightening operation by an employee.

7. A split-type frameless aluminum automotive door painting fixture according to claim 6, characterized in that: The fifth limiting part includes a second sleeve, a third connecting rod, and a positioning pin. The end of the third connecting rod is drilled, the positioning pin is inserted, and then welded. The positioning pin is connected to the side sheet metal and, together with the fourth limiting part, positions the clamp B on the side sheet metal. The fifth limiting part restricts the free rotation of the clamp B.

8. A split-type frameless aluminum automotive door painting fixture according to claim 7, characterized in that: The door positioning end includes a fifth bend and a sixth bend. The fifth bend connects the second sleeve and the sixth bend. The end of the sixth bend is rounded. The bending angle of the sixth bend is 145°.

9. A split-type frameless aluminum automotive door painting fixture according to claim 8, characterized in that: The second tightening part is integrally formed by machining pin and includes a second threaded rod, a second smooth rod, and a second stop plate. The second threaded rod is assembled and fixed with the threaded hole on the side sheet metal; the second stop plate is used to limit the forward tightening of the second threaded rod.

10. A split-type frameless aluminum automotive door painting fixture according to claim 9, characterized in that: The second sleeve is integrally formed by machining. The inner wall of the second sleeve consists of two sections: the end closer to the second T-shaped rod has an internal thread, and the end further away from the second T-shaped rod has a smooth inner wall.

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