Door holding structure for a motor vehicle and method for supporting the operation to open and close a door

Abstract

Door holding structure for a motor vehicle, comprising: a door hinge (20) which holds a door (10) rotatably, wherein the door hinge (20) is arranged such that it runs at an angle such that a free end of the door (10) is rotated obliquely upwards when the door (10) is opened;and a preload stabilizer which assists an opening / closing operation of the door (10), wherein a hinge axis (H) of the door hinge (20) is inclined relative to a vertical line (VER), its upper side being located on an inner side in a vehicle width direction and on a front side in a vehicle longitudinal direction, wherein a door opening angle of a maximum open position (α0), an inward tilt angle (θ1) of the hinge axis (H) relative to the vertical line (VER) and a forward tilt angle (θ2) of the hinge axis (H) relative to the vertical line (VER) are set such that a curve (α) of the free end of the door (10) becomes substantially horizontal or falls in an opening direction when the door (10) is opened at a top dead center (TDC) before the door (10) is opened to the maximum open position (αO).

Description

[0001] The present invention relates to a door holding structure for a motor vehicle, in which a door hinge is arranged such that it runs obliquely such that a free end of a door is rotated obliquely upwards when the door is opened, and a preload stabilizer is provided to support the operation of opening and closing the door. The invention further relates to a method for supporting the operation of opening and closing a door.

[0002] It is common practice on low-profile vehicles, such as sports cars, for the door hinge to be angled so that the free end of the door rotates diagonally upwards when opened, preventing it from hitting a curb. In this case, a preload stabilizer is generally used to assist the door's opening and closing operation, and a gas spring is typically employed as the stabilizer.

[0003] The gas stabilizer has the advantage of a suitably wide preload range; however, it is relatively large, heavy, and expensive. Conversely, using a coil spring as a stabilizer presents the problem that it has essentially the same dimensions as the gas damper, and its preload range is difficult to extend. Therefore, it is necessary to ensure the amount of rise (lift) of the door's free end when opening and to simplify the stabilizer design.

[0004] From FR 2 699 458 A1, a door holding structure for a motor vehicle is known, comprising a door hinge which rotatably holds a door, wherein the door hinge is arranged such that it runs obliquely such that a free end of the door is rotated obliquely upwards when the door is opened. A hinge axis of the door hinge runs obliquely relative to a vertical line, with its upper side located on an inner side in the width direction of the vehicle and on a front side in the longitudinal direction of the vehicle.

[0005] US 6,811,208 B1 discloses a preload stabilizer in the form of a torsion bar to assist opening and closing operations of a tailgate.

[0006] To prevent collisions between vehicle doors and curbs when opening and closing, a slanted hinge axis is provided in the JP H01 - 309 818 A.

[0007] A vehicle door with a slanted hinge axis is also known from the JP S63 - 103 729 A.

[0008] US 2009 / 0056074 A1 discloses a method for assisting an operation to open and close a vehicle door with a door hinge that keeps the door rotatable. The door hinge is arranged at an angle such that a free end of the door is rotated diagonally upwards when opened.

[0009] DE 42 06 288 A1 discloses a side door hinge for motor vehicles. In this case, a side door is hinged relative to the body at a point in an inclined section of a door frame, the direction of the axis of movement of the side door being approximately parallel to the direction of the inclined section of the door frame.

[0010] In contrast, DE 16 30 488 C3 discloses a rear door with a window that can be recessed into the door frame for closing the rear opening of a station wagon, which is connected to the vehicle frame along one vertical edge via two hinges arranged at a distance from each other with a vertical pivot pin.

[0011] The disclosed Japanese patent specification JP 2004 - 155 276 A, meanwhile, discloses a side door structure of a vehicle in which a hinge axis of a door hinge of a front door runs at such an angle that an upper end section of the same is positioned on an inside of a vehicle body and also on a front of the vehicle body.

[0012] However, the conventional structure disclosed in the patent document described above has an advantage in that it effectively prevents the front door from coming into contact with a rear door, which together with the front door forms a double door, while a problem is that a rotation curve of the free end of the door and the simplification of the stabilizer are not taken into account, so there is room for improvement here.

[0013] Consequently, one object of this invention is to provide a door holding structure for a motor vehicle which can ensure the rise amount (lifting amount) of the free end of the door when the door is opened, thereby preventing the door from coming into contact with the curb and achieving the simplification of the stabilizer.

[0014] This problem is solved by the features of the independent claims. Preferred embodiments of this invention are the subject of the further dependent claims.

[0015] This invention is a door holding structure for a motor vehicle, comprising a door hinge which holds a door rotatably, wherein the door hinge is arranged such that it runs at an angle such that a free end of the door is turned obliquely upwards when the door is opened, and a preload stabilizer;which supports an opening / closing operation of the door, wherein a hinge axis of the door hinge is inclined relative to a vertical line, wherein an upper side of the same is positioned on a side in an inward direction in a vehicle width direction and on a front side in a vehicle longitudinal direction, wherein a door opening angle of a maximum open position, an inward tilt angle of the hinge axis relative to the vertical line and a forward tilt angle of the hinge axis relative to the vertical line are set such that a curve of the free end of the door, when the door is opened at a top dead center before the door is opened to a maximum open position, becomes substantially horizontal or descends in an opening direction.

[0016] Since the hinge axis slopes inwards and forwards according to this structure, the amount of rise (lift) of the free end of the door when opening can be ensured, thus preventing the door from contacting the curb. Furthermore, because the curve of the free end of the door becomes essentially horizontal or slopes downwards in the opening direction at the point before the door reaches its fully open position, the operating force required to open the door becomes sufficiently small, thus simplifying the stabilizer design.

[0017] In this context, the inwardly inclined structure of the hinge axis contributes in particular to ensuring the amount of rise (lift) of the free end of the door when the door is opened, and the forwardly inclined structure of the hinge axis contributes in particular to ensuring that the curve of the free end of the door becomes horizontal or slopes downward in the opening direction at the point before the door is opened to the maximum open position.

[0018] In one embodiment of this invention, the inward tilt angle of the hinge axis relative to the vertical line is set such that it lies within approximately 5 to approximately 15 degrees, and the forward tilt angle of the hinge axis relative to the vertical line is set such that it lies within approximately 5 to approximately 15 degrees.

[0019] According to this embodiment, the rise of the door's free end during opening and its ease of operation during opening can be stabilized at a high level. In this context, if the inward tilt angle is less than approximately 5 degrees, a sufficient rise (lift) of the free end of the door during opening cannot be guaranteed. Conversely, if the inward tilt angle exceeds approximately 15 degrees, the force required to open the door becomes so great that the stabilizer must be large, and the vehicle body structure is also adversely affected, as, for example, the passenger compartment becomes narrower.

[0020] If, however, the forward tilt angle is less than approximately 5 degrees, it is impossible to adequately ensure the fully open position to the horizontal. Conversely, if the forward tilt angle exceeds approximately 15 degrees, it is necessary to provide door rotation clearance on the side of one front fender. Consequently, a pivoting structure to bypass the vehicle body, such as a gooseneck hinge, is required, which adversely affects the vehicle body. Furthermore, when the door is opened, the free end of the door may begin to descend without rising.Therefore, the embodiment described above, which is configured such that the inward tilt angle and the forward tilt angle are set within the ranges described above, can prevent the various problems described above, thereby stabilizing the rise of the free end of the door when opening the door and the operability when opening the door at a high level.

[0021] Preferably, the inward tilt angle is set to approximately 11 to approximately 13 degrees, and the forward tilt angle is set to approximately 9 to approximately 11 degrees.

[0022] In another embodiment of this invention, the stabilizer consists of a torsion bar, wherein the torsion bar is configured such that it assumes its neutral position at the top dead center of the curve of the free end of the door, in which no torsional preload force is generated.

[0023] According to this embodiment, closing the door by means of a torsional preload force of the torsion bar can also be supported when the door is withdrawn (closed) from its maximum open position.

[0024] Furthermore, the aforementioned upper dead center is preferably located at a middle position of the door between the fully open position and a closed position.

[0025] Preferably, the maximum open position is at an opening angle of the door in a range between approximately 50° and approximately 70°, preferably approximately 60°, and / or the top dead center is at an opening degree in a range between approximately 30° and approximately 55°, preferably in a range between approximately 40° and approximately 50°.

[0026] According to another aspect, a method for supporting an operation to open and close a vehicle door is specified, wherein the door includes a door hinge that keeps the door rotatable, and the method comprises the following steps: Arranging a door hinge so that it runs at an angle such that a free end of the door is turned diagonally upwards when the door is opened; and Providing a preload stabilizer that assists in an operation to open / close the door, wherein a hinge axis of the door hinge is inclined relative to a vertical line, wherein an upper side of the same is positioned on a side in an inward direction in a vehicle width direction and on a front side in a vehicle longitudinal direction, wherein a door opening angle of a maximum open position, an inward tilt angle of the hinge axis relative to the vertical line and a forward tilt angle of the hinge axis relative to the vertical line are set such that a curve of the free end of the door, when the door is opened at a top dead center before the door is opened to a maximum open position, becomes substantially horizontal or descends in an opening direction.

[0027] Preferably, the method further comprises the step in which the stabilizer is formed from a torsion bar such that the torsion bar assumes its neutral position at the top dead center of the curve of the free end of the door, in which no torsional preload force is generated.

[0028] Further features, aspects and advantages of this invention will become clear from the following description, which refers to the accompanying drawings. Fig. Figure 1 is a side view from the outside, showing a door holding structure of a motor vehicle of this invention. Fig. Figure 2 is a side view showing the door retaining structure from an inner side in the direction of the vehicle width. Fig. Figure 3 is a front view of the door support structure, viewed from the front side of the vehicle. Fig. Figure 4 is a perspective view showing an assembly structure of a door-side hinge element and a body-side hinge element. Fig. Figure 5 is a perspective exploded view showing the door-side hinge element and the body-side hinge element. Fig. Figure 6 is a perspective view of a body-side bracket. Fig. Figure 7A is an enlarged sectional view showing an engagement structure of a connecting element arranged at the upper end of a torsion bar and a fastening section of the door-side hinge element, and Fig. 7B is a top view of the Fig. 7A. Fig. Figure 8 is a side view showing the door in an open position. Fig. Figure 9 is a front view showing the door in the open position. Fig. Figure 10 is a top view showing the door in the open position. Fig. Figure 11A is a sectional view showing another embodiment of the engagement structure of the connecting element arranged at the upper end of the torsion bar and of the fastening section of the door-side hinge element, and Fig. 11B is a top view of the Fig. 11A. Fig. Figure 12 is an enlarged view showing another embodiment of the connecting element arranged at the upper end of the torsion bar. Fig. Figure 13A is a sectional view showing another embodiment of the engagement structure of the connecting element arranged at the upper end of the torsion bar and of the fastening section of the door-side hinge element, and Fig. 13B is a top view of the Fig. 13A.

[0029] An embodiment of this invention is described below with reference to the drawings. The drawings show a door support structure of a motor vehicle, and Fig. 1 is a side view from the outside, Fig. 2 is a side view showing the door retaining structure from an inner side in the direction of the vehicle width, Fig. Figure 3 is a front view of the door support structure, viewed from the front of the vehicle. Fig. Figure 4 is a perspective view showing an assembly structure of a door-side hinge element and a body-side hinge element. Fig. Figure 5 is a perspective exploded view of these hinge elements. Fig. 6 is a perspective view of a body-side bracket, Fig. Figure 7A is an enlarged sectional view showing an engagement structure of a connecting element arranged at the upper end of a torsion bar and a fastening section of the door-side hinge element, and Fig. 7B is a top view of the Fig. 7A, Fig. Figure 8 is a side view showing the door in an open state (a door opening angle of approximately 60 degrees). Fig. Figure 9 is a front view showing the door in the open state (the door opening angle is approximately 60 degrees) and Fig. Figure 10 is a top view showing the door in the open state (the door opening angle is approximately 60 degrees).

[0030] First, a body side structure is drawn with reference to the Fig. 1, Fig. 8, Fig. 9 and Fig. 10. A door sill 1, which has a closed cross-section extending substantially in the longitudinal direction of the vehicle, is arranged on a side section of a vehicle body. A hinge post 2, which has a closed cross-section extending substantially in the vertical direction of the vehicle, is attached to a front section of the door sill 1.

[0031] Furthermore, a front pillar or A-pillar 3 is present, which has a substantially closed cross-section and extends obliquely upwards and rearwards from an upper end of the hinge pillar 2 with a gentle curve. A roof longitudinal member 4, which has a substantially closed cross-section and extends substantially rearwards from the front pillar 3, is arranged at a rear end of the front pillar 3.

[0032] As in Fig. 8 and Fig. As shown in Figure 10, a central column or B-pillar 5 is arranged at a position which is spaced rearward from the hinge column 2, which has a substantially closed cross-section that connects the lower roof longitudinal member 4 and the lower door sill 1 in the vertical direction, so that a door opening section 6 (a right-side door opening section for getting in and out of an occupant of a front seat is shown in the figures) is formed which is enclosed by the door sill 1, the hinge column 2, the A-pillar 3, the roof longitudinal member 4 and the B-pillar 5.

[0033] Reference numeral 7 in the figures denotes a front fender, and reference numeral 8 denotes a skirt panel. The hinge column 2 described above, part of which is shown in Fig. Figure 3 shows a hinge column outer sheet 2a, a hinge column reinforcement 2b and a hinge column inner sheet (not shown), which is a body strength element having a substantially closed column cross-section extending substantially in the vertical direction of the vehicle.

[0034] The following describes a door side structure with reference to the Fig. 1, Fig. 2 and Fig. 3 described. A front door 10 (in the figures the right front door 10 is shown, which is subsequently simply referred to as "the door") as a side door for opening and closing the door opening section 6 described above comprises a Fig. 2 door frame 11 shown, a door outer sheet 12 made of synthetic resin, which is arranged on an outer side of the door frame 11 in the direction of the width of the vehicle, and a door window pane 13, which is configured to be raised or lowered by a window regulating device not shown.

[0035] The in Fig. The door frame 11 shown comprises a front vertical frame element 14, which represents a door front section, a rear vertical frame element (not shown), which represents a door rear section, a door sill element 15, which connects the respective upper ends of these front and rear vertical frame elements in the longitudinal direction of the vehicle, a lower connecting element 16, which connects the respective lower ends of the front and rear frame elements in the longitudinal direction of the vehicle, and an impact protection element 17, which is arranged such that it runs obliquely in the longitudinal direction of the vehicle between the respective vertically central positions of the front and rear vertical frame elements, such that its front side is at a higher level than its rear side.Here, the element 15 forming the door sill described above represents an upper door section, the lower connecting element 16 described above represents a lower door section, and the impact protection 17 described above is an element that absorbs a side impact load.

[0036] Furthermore, the front and rear vertical frame elements described above are each manufactured, for example, by light alloy casting or light metal casting, while the element 15 forming the door sill, the lower connecting element 16 and the impact protection 17 are manufactured, for example, by light alloy extrusion or light metal extrusion.

[0037] As in Fig. As shown in Figure 2, a hinge mounting surface 14A is formed integrally on a front section of the front vertical frame element 14. In a side view of the vehicle, this hinge mounting surface 14A is oriented such that its upper side is positioned forward, parallel to a hinge axis H, which will be described later.

[0038] The following section describes the vehicle mounting structure in detail. As in the Fig. 2 and Fig. As shown in Figure 3, the door 10 described above is held on the hinge column 2 as a vehicle body side panel via a door hinge 20, which is equipped with a door-side hinge element 18 and a body-side hinge element 19, so that it can be opened and closed.

[0039] In this embodiment, the door hinge 20 is, as in the Fig. 2 and Fig. 3 shown, arranged so that it runs at such an angle that a free end of the door 10, in particular one under section 10B of the free end (see Fig. 1) the door 10 is turned diagonally upwards when the door is opened, and a torsion bar 30, which is a spring, is provided as a pre-tension stabilizer which supports an opening / closing operation of the door.

[0040] The following describes the respective structures of the door-side hinge element 18 and the body-side hinge element 19, which together hold the door 10 to the body, with reference to the Fig. 4 and Fig. 5 described. As in the Fig. 4 and Fig. As shown in Figure 5, the door-side hinge element 18 comprises an upper and a lower mounting seat 18a, 18b, a connecting section 18c which connects the upper and the lower mounting seats 18a, 18b in a vertical direction, a projecting section 18d which projects substantially forward from a lower end of the upper mounting section 18a, a further projecting section 18e which projects substantially forward from an upper end of the lower mounting seat 18b, an arm section 18f which projects substantially forward from a vertically central section of the connecting section 18c, and a frame section 18g (a mounting section for attaching an upper end of the torsion bar 30) which is arranged at a front end of the arm section 18f, which are formed in one piece.

[0041] The upper and lower projecting sections 18d, 18e have pin holes 18h into which a hinge pin 21 (see Fig. 2 - 4), which includes a screw and nut or the like. The upper mounting seat 18a has a single mounting hole 18i, and the lower mounting seat 18 has multiple mounting holes 18j, 18b, and these mounting seats 18a, 18b are firmly attached to the hinge mounting surface 14A of the vertical frame element 14 by fasteners 22, 23, such as a screw and nut, which use the mounting holes 18i, 18j, 18b for fastening (see Fig. 2 and Fig. 3) The frame section 18g described above is configured to project substantially forward beyond the respective ends of the upper and lower projection sections 18d, 18e when viewed from above as the door-side hinge element 18 is assembled with the body-side hinge element 19.

[0042] As in the Fig. 4 and Fig. As shown in Figure 5, the body-side hinge element 19 comprises an upper and a lower mounting seat 19a, 19b, a connecting section 19c which connects these mounting seats 19a, 19b in the vertical direction, a projecting section 19d which extends substantially outwards from a lower end of the upper mounting seat 19a in the vehicle width direction, and a further projecting section 19e which extends substantially outwards from an upper end of the lower mounting seat 19b in the vehicle width direction, which are formed in one piece.

[0043] The upper and lower projecting sections 19d, 19e have pin holes 19h into which the hinge pin 21 (see Fig. 2 - 4), which includes a screw and nut or the like, is inserted. The upper mounting seat 19a has a single mounting hole 19i, and the lower mounting seat 19b has multiple mounting holes 19j, 19j, and as in Fig. Figure 3 shows these mounting seats 19a, 19b and the hinge column outer plate 2a and the hinge column reinforcement 2b of the hinge column 2 being firmly fastened to each other by fastening elements 24, 35, such as screw and nut, which use the mounting holes 19i, 19j.

[0044] The door hinge 20, which consists of the door-side hinge element 18 and the body-side hinge element 19, is a single door hinge, unlike a conventional door hinge which contains a pair of upper and lower elements and is relatively small. This single door hinge 20 is attached to an upper section of the door 10. In other words, the door-side hinge element 18 is attached to an upper offset section, thus ensuring a mounting space for the torsion bar 30, which has a relatively longer length, by utilizing excess space between the door 10 and the hinge post 2.

[0045] The torsion bar 30 supports the opening / closing operation of the door, and as in Fig. As shown in Figure 3, this torsion bar 30 is arranged such that it runs essentially vertically along the hinge column 2. A lower section of the torsion bar 30 is attached to a lower section of the hinge column 2, forming the body, using the body-side bracket 31.

[0046] The torsion bar 30 described above is, as in the Fig. 2 and Fig. 3 shown, configured such that its body section 30a extends approximately in a vertical direction, an upper bending section 30b, which is substantially bent inwards in the vehicle width direction, is integrally arranged at an upper end of the body section 30a, and a lower bending section 30d, which is substantially bent forwards in the vehicle longitudinal direction, is integrally arranged at an end section of a lower section 30c of the torsion bar 30, as shown in Fig. 6 shown.

[0047] As in Fig. As shown in Figure 6, the body-side mounting 31 described above comprises a mounting seat 31a, which is arranged along an outer surface of the hinge column 2 in the vehicle width direction, an engagement section 31b, which extends substantially outwards from a rear section of the mounting section 31a in the vehicle width direction and is then substantially bent inwards to engage with the lower section 30c of the torsion bar 30, and a retaining section 31c, which extends substantially outwards from a lower end of the mounting seat 31a in the vehicle width direction, which are formed in one piece.

[0048] The fastening seat 31a described above has several fastening holes 31d, 31d which are spaced apart from each other in a vertical direction, the engagement section 31b described above has an engagement groove 31e which engages with the lower section 30c of the torsion bar 30, and the retaining section 31c described above has a retaining hole 31f into which the lower bending section 30d of the torsion bar 30 is inserted.

[0049] As in Fig. As shown in Figure 3, the mounting seat 31a of the body-side bracket 31 described above is firmly fastened to the hinge column outer sheet 2a and the hinge column reinforcement 2b of the hinge column 2 by a fastening element (not shown), such as a screw and nut.

[0050] The lower section of the torsion bar 30, which is equipped with the lower section 30c, which engages with the engagement section 31b, and the lower bending section 30d, which is held by the retaining section 31c, is attached to the hinge column 2 as the body via the body-side bracket 31.

[0051] As in Fig. As shown in Figure 3, the door-side hinge element 18, which is attached from above to the body-side hinge element 19, and the frame section 18g described above as a torsion bar mounting section, which is connected from above to a torsion bar connecting element 32 (hereinafter simply referred to as "the connecting element 32"), which is arranged on the upper bending section 30b of the torsion bar 30, are attached to the hinge mounting surface 14A of the door 10, so that its rotation occurring in a torsion direction can be restricted.

[0052] As in Fig. As shown in Figure 3, the relatively long torsion bar 30 is compactly arranged along the vertically long hinge column 2 by positioning the torsion bar 30 along the hinge column 2. Furthermore, the mountability of the door 10 to the body is improved by mounting the door-side hinge element 18 to the body-side hinge element 18 from above and connecting the frame section 18g to the connecting element 32 arranged on the upper section of the torsion bar 30 as shown in Figure 3. Fig. The torsion bar 30 is connected as shown in Figure 5 from above. This ensures the correct length and compatibility of the torsion bar 30 for mounting, and allows for easy opening / closing of the door 10 without the need for the conventional gas spring. Furthermore, the torsion bar 30 described above supports the opening / closing of the door 10, and its resistance to stress is ensured by maintaining its correct length.

[0053] As in the Fig. 4 and Fig. As shown in Figure 5, the frame section 18g is also formed in one piece on the door-side hinge element 18 as the torsion bar fastening section, so that the number of parts (components) is reduced and it is unnecessary to reinforce the frame section on the side of the door 10, thereby reducing the stress acting on the door body.

[0054] As in Fig. 1, which shows the fully closed state of the door, and in the Fig. 8, Fig. 9 and Fig. Figure 10, which shows the door open at a 60-degree angle, depicts the door 10 of this embodiment having a rotation range (see its rotation curve α) from a fully closed position αC to a fully open position αO with a center of rotation 40. A neutral position of the torsion bar 30 exists within the rotation range from the fully closed position αC to a fully open position αO of the door 10. The door 10 (including the door-side hinge element 18 and the frame section 18g) is mounted from above onto the body (including the hinge post 2 and the connecting element 32 arranged on the upper end section of the torsion bar 30), utilizing the neutral position of the torsion bar 30. This embodiment is thus configured to simplify the mounting of the door 10.

[0055] As in Fig. As shown in Figure 7, the connecting element 32, which is arranged on the upper bending section 30b of the torsion bar 30, is formed in a cuboid shape, and a through-engagement hole 32a, with which the upper bending section 30b described above engages, is formed on the connecting element 32.

[0056] The engagement hole 32a, with which the upper bending section 30b of the torsion bar 30 engages in a direction which crosses a torsion axis T of the torsion bar 30 (see Fig. 2 and Fig. 3) is arranged so that it is offset from a center (see a center line CL) of the connecting element 32 or inclined relative to it (arranged so that it is in the Fig. 7 shown embodiment is inclined relative to the center).

[0057] The connecting element 32 is configured to engage with the frame section 18g at several different angles, as the connecting element 32 is cuboid in shape. Furthermore, since the engagement hole 32a is configured to be inclined relative to the center line CL, the torsion angle of the torsion bar 30 changes depending on the engagement angle of the connecting element 32 and the frame section 18g. This allows the preload force of the torsion bar 30 to be easily adjusted by changing the engagement angle of the connecting element 32 relative to the frame section 18g.

[0058] In this case, a fastening space 18k is formed on the frame section 18g described above, which is able to attach a corner section to the upper end of the torsion bar 30 by preventing interference of the corner section at the upper end of the torsion bar 30 with the frame section 18g when the frame section 18g is moved from an upper side to a lower side, thereby fastening the connecting element 32 arranged at the upper end of the torsion bar 30.

[0059] Since the connecting element 32 has the engagement hole 32a, which extends in the direction intersecting the torsion axis T of the torsion bar 30, and the engagement hole 32a is arranged such that it is inclined relative to the center line CL of the connecting element 32 as described above, the preload force of the torsion bar 30 can be safely adjusted by rotating the connecting element 32 so that the engagement angle of the connecting element 32 with the frame section 18g is changed (changing the engagement angle from approximately 180 degrees in the Fig. 7 embodiment shown).

[0060] Since the contact surfaces 32b, 32c of the connecting element 32 for the frame section 18g are furthermore formed in a rectangular shape, since the connecting element 32 in this embodiment is formed in the cuboid shape, the torsional load of the torsion bar 30 is absorbed by the frame section 18g, which faces the rectangularly shaped contact surfaces 21b, 32c, so that the engagement strength of the two elements 32, 18g is improved.

[0061] Furthermore, in this embodiment, the hinge axis H of the door hinge 20 is inclined relative to a vertical line VER, with its upper side having an inward tilt angle θ1 on the side in the vehicle width direction (see Fig. 3) and on the front side in the longitudinal direction of the vehicle with a forward tilt angle θ2 (see Fig. 2) is positioned such that the rotation curve α (the rotation curve of the lower free end section 10B of the door 10 is shown in the figures) of the free end of the door 10, when the door 10 is opened, becomes substantially horizontal or falls in an opening direction at a point before the door is opened to a maximally open position (see the fully open position αO), as shown in the Fig. 8 and Fig. 9 is shown.

[0062] There, as in the Fig. 2 and Fig. As shown in Figure 3, the hinge axis H is inclined inwards by the inward tilt angle θ1 and further inclined forwards by the forward tilt angle θ2, ensuring a rise (lifting amount) of the free end of the door 10 when the door 10 is opened, thus preventing the door from touching a curb.

[0063] Since the curve α of the free end of the door 10 becomes essentially horizontal or falls in the opening direction at the point before the door is opened to a maximally open position αO when the door 10 is opened, the actuating force required to open the door 10 becomes small, thus achieving the simplification of the torsion bar 30.

[0064] In this context, the inwardly inclined structure of the hinge axis H described above contributes in particular to ensuring the amount of rise (lift) of the free end of the door when the door 10 is opened, and the forward-inclined structure of the hinge axis H described above contributes in particular to making the curve α of the free end of the door substantially horizontal or drop in the opening direction at the point before the door is opened to a maximally open position (see the fully open position αO).

[0065] As in Fig. As shown in Figure 3, the inward tilt angle θ1 described above is set to be between approximately 5 and approximately 15 degrees, preferably at approximately 12 degrees, and as shown in Fig. As shown in Figure 2, the forward tilt angle θ2 described above is set to be between approximately 5 and approximately 15 degrees, preferably at approximately 10 degrees. This stabilizes the rise of the free end of the door when opening the door 10 and the ease of operation when opening the door 10 at a high level.

[0066] This means that if the inward tilt angle θ1 is less than approximately 5 degrees, the sufficient rise (lifting amount) of the free end of the door when opening door 10 cannot be guaranteed. Conversely, if the inward tilt angle θ1 exceeds approximately 15 degrees, the actuation force required to open the door becomes so great that the torsion bar 30 must be dimensioned to a large size, and the vehicle body structure is also adversely affected, as, for example, the passenger compartment becomes narrower.

[0067] If, however, the forward tilt angle is less than approximately 5 degrees, it is impossible to adequately ensure the fully open position (the fully open position αO) to the horizontal direction. Conversely, if the forward tilt angle θ2 exceeds approximately 15 degrees, it is necessary to provide door rotation space on the side of a front fender. Consequently, a pivoting structure to bypass the vehicle body, such as a gooseneck joint, is required, thus adversely affecting the vehicle body. Furthermore, when the door is opened, the free end of the door begins to descend instead of rising.Therefore, the embodiment described above, which is configured such that the inward tilt angle θ1 and the forward tilt angle θ2 are set within the ranges described above, can avoid the various problems described above, thereby stabilizing the rise of the free end of the door when opening the door and the operability when opening the door at the high level.

[0068] Furthermore, since the torsion bar 30 is configured such that it is located at a top dead center (TDC) of the rotation curve α (see Fig. When the free end of the door 10 (1, 8 - 10) assumes its neutral position, in which no torsional preload is generated, the closing of the door is also supported by the torsional preload of the torsion bar 30 even when the door 10 is pulled back (closed) from its maximum open position (the fully open position αO). If the door 10 is mounted to the body from above, the mountability of the door 10 is adjusted by aligning the top dead center (TDC) of the door 10 described above with the neutral position of the torsion bar 30.

[0069] Other embodiments are described below with reference to the Fig. 11, Fig. 12 and Fig. 13 described. Fig. Figure 11A is a sectional view showing another embodiment of the connecting element 32, which is arranged at the upper end of the torsion bar 30, and of the frame section 18g of the door-side hinge element 18, and Fig. 11B is a top view of the Fig. 11A. In the Fig. 11A and Fig. The structure shown in 11B is an outer side of the mounting space 18k in the direction of the vehicle width, in addition to the one shown in the Fig. 7A and Fig. The structure shown in 7B is covered by a reinforcement section 18I.

[0070] Since the in the Fig. 11A and Fig. The structure shown in Figure 11B essentially performs the same operations / effects as those shown in the Fig. 7A and Fig. The embodiment shown in 7B uses the same parts as those shown in the Fig. 7A and Fig. 7B, which are designated by the same reference symbols, and whose specific description is omitted here.

[0071] Fig. Figure 12 is an enlarged view showing another embodiment of the connecting element 32, which is arranged at the upper end of the torsion bar 30. In this embodiment, the upper bent section 30b is inserted into the connecting element 32 from a specific position on an end face 32d on the side of the engagement base, which is offset forward from the center line CL by an offset amount OS1 and downward from the center line CL by another offset amount OS2. Furthermore, a center line CL1 of the upper bent section 30b of this embodiment is configured such that it is not parallel to the center line CL of the connecting element 32.

[0072] Since the preload force of the torsion bar 30 can be reliably adjusted by rotating the connecting element 32, and thus by changing the engagement angle of the connecting element 32 with the frame section 18g, the same parts are used as in the Fig. The structure shown in Figure 12 is designated with the same reference symbols, and its specific description is omitted here.

[0073] Fig. Figure 13A is a sectional view showing another embodiment of the engagement structure of the connecting element 32 arranged at the upper end of the torsion bar 30 and of the frame section 18g of the door-side hinge element 18. Fig. 13B is a top view of the Fig. 13A, Fig. 13C is a sectional view along line AA of the Fig. 13A.

[0074] During the Fig. 13A, Fig. 13B and Fig. In the embodiment shown in Figure 13C, the connecting element 32 is formed in the cuboid shape, and the upper bent section 30b of the torsion bar 30 is inserted into the connecting element 32 at an offset position, which is offset forward and downward from the center line CL of the connecting element 32. Furthermore, the upper bent section 30b of this embodiment is configured such that it is parallel to the center line CL of the connecting element 32.

[0075] Since the connecting element 32 is designed in the cuboid shape, this element has four contact surfaces 32e, 32f, 32g, 32h, which have the same shape, and the preload force of the torsion bar 30 can be safely adjusted in four ways by rotating the connecting element 32, thereby changing the engagement angle of the connecting element 32 with the frame section 18g by 90 degrees each time.

[0076] Since the other structures, operations, and effects of this embodiment are essentially the same as in the previous embodiments (in particular, as in the one described in the Fig. 11A and Fig. (Model shown in 11B), the same parts are used as in the Fig. 13A, Fig. 13B and Fig. 13C with the same reference symbols, and their specific description is omitted here.

[0077] In the figures, an arrow F indicates a forward direction of the vehicle, an arrow R indicates a reverse direction of the vehicle, an arrow IN indicates an inward direction of the vehicle, an arrow OUT indicates an outward direction of the vehicle, and an arrow UP indicates an upward direction of the vehicle. Furthermore, although the right door support structure of the vehicle is described in the preceding embodiments, the left door support structure of the vehicle is configured to be symmetrical or substantially symmetrical to the right one.

[0078] As described above, the door support structure of the motor vehicle of the embodiments described above comprises the door hinge 20, which rotatably holds the door 10, wherein the door hinge 20 is arranged such that it is inclined such that the free end of the door 10 extends obliquely upwards when the door 10 is opened, and the preload stabilizer (see the torsion bar 30), which assists the operation to open / close the door 10, wherein the hinge axis H of the door hinge 20 is inclined relative to the vertical line VER, and its upper side is located on the side inwards in the vehicle width direction (see the inward tilt angle θ1) and on the side forwards in the vehicle longitudinal direction (see the forward tilt angle θ2), such that the curve of the free end of the door 10 (see the rotation curve α) is at the point before the door 10 reaches the fully open position (see the fully open position) when the door 10 is opened. αO) is open,essentially becomes horizontal or slopes down in the opening direction (see , Fig. 2, Fig. 3 and Fig. 8).

[0079] Since the hinge axis H slopes inwards and forwards, this structure ensures that the amount of rise (the lifting amount) of the free end of the door (see the lower section 10B of the free end) is sufficient when the door is opened, thus preventing the door from touching the curb. Furthermore, since the curve of the free end of the door 10 (the curve of rotation α) becomes essentially horizontal or slopes downwards in the opening direction at the point before the door 10 is opened to its maximum open position (see the fully open position αO), the operating force required to open the door 10 is reduced, thus enabling the simplification of the stabilizer (see the torsion bar 30).

[0080] In this context, the inwardly sloping structure of the hinge axis H contributes in particular to ensuring the amount of rise (lifting amount) of the free end of the door when the door is opened, and the forwardly sloping structure of the hinge axis H contributes in particular to ensuring that the curve of the free end of the door becomes horizontal or slopes in the opening direction at the point before the door is opened to the maximum open position.

[0081] In the embodiment of this invention, the inward tilt angle θ1 of the hinge axis H relative to the vertical line VER is set such that it lies within approximately 5 to approximately 15 degrees, and the forward tilt angle θ2 of the hinge axis H relative to the vertical line VER is set such that it lies within approximately 5 to approximately 15 degrees (see Fig. 2 and Fig. 3).

[0082] According to this structure, the rise of the free end of the door when opening door 10 and the ease of operation when opening door 10 can be stabilized at a high level. In this context, if the inward tilt angle θ1 is less than approximately 5 degrees, a sufficient rise (lifting amount) of the free end of the door when opening door 10 cannot be guaranteed. Conversely, if the inward tilt angle θ1 exceeds approximately 15 degrees, the operating force required to open the door becomes so great that the stabilizer (torsion bar 30) must be large, and the body structure is also adversely affected, as, for example, the passenger compartment becomes narrower.

[0083] If, however, the forward tilt angle θ2 is less than approximately 5 degrees, it is impossible to adequately ensure the fully open position (the fully open position αO) to the horizontal direction. Conversely, if the forward tilt angle θ2 exceeds approximately 15 degrees, it is necessary to provide door rotation space on the side of a front fender. Consequently, a hinged structure to bypass the vehicle body, such as a gooseneck hinge, is required, thus adversely affecting the vehicle body. Furthermore, when the door is opened, the free end of the door begins to lower without rising.Therefore, the embodiment described above, which is configured such that the inward tilt angle θ1 and the forward tilt angle θ2 are set within the ranges described above, can avoid the various problems described above, thereby stabilizing the rise of the free end of the door when opening the door 10 and the operability when opening the door at the high level.

[0084] In the embodiment of this invention, the stabilizer consists of the torsion bar 30, wherein the torsion bar 30 is configured such that it assumes its neutral position, in which no torsional preload force is generated, at the top dead center (TDC) of the curve of the free end of the door 10 (the rotation curve α) (see Fig. 2 and Fig. 3).

[0085] According to this structure, the closing of the door can be supported by the torsional preload force of the torsion bar 30, even when the door 10 is pulled back (closed) from its maximum open position (the fully open position αO).

[0086] In the correspondence between this invention and the embodiments described above, the stabilizer of this invention corresponds to the torsion bar 30 of the embodiments. Likewise, the curve of the free end of the door corresponds to the rotation curve α, and the maximum open position corresponds to the fully open position αO. However, this invention is not limited to the embodiments described above, and any other modifications and improvements may be made within the scope of this invention as defined by the appended claims.

Claims

[1] A door support structure for a motor vehicle, comprising: a door hinge (20) rotatably supporting a door (10), the door hinge (20) being arranged to be inclined such that a free end of the door (10) is rotated obliquely upward when the door (10) is opened;and a preload stabilizer that assists an opening / closing operation of the door (10), wherein a hinge axis (H) of the door hinge (20) is inclined relative to a vertical line (VER), the upper side of which is located on an inner side in a vehicle width direction and on a front side in a vehicle longitudinal direction, wherein a door opening angle of a maximum open position (α0), an inward inclination angle (θ1) of the hinge axis (H) relative to the vertical line (VER), and a forward inclination angle (θ2) of the hinge axis (H) relative to the vertical line (VER) are set such that a curve (α) of the free end of the door (10) becomes substantially horizontal or falls in an opening direction when the door (10) is opened at a top dead center (TDC) before the door (10) is opened to the maximum open position (α0); [2] The door support structure according to claim 1, wherein the inward inclination angle (θ1) of the hinge axis (H) relative to the vertical line (VER) is set to be within about 5 to about 15 degrees, and the forward inclination angle (θ2) of the hinge axis (H) relative to the vertical line (VER) is set to be within about 5 to about 15 degrees. [3] The door support structure according to claim 2, wherein the inward tilt angle (θ1) is set to be about 11° to about 13 degrees, and the forward tilt angle (θ2) is set to be about 9° to about 11 degrees. [4] Door support structure according to one of the preceding claims, wherein the stabilizer consists of a torsion bar (30), the torsion bar (30) being configured to assume its neutral position, in which no torsional prestressing force is generated, at the top dead center (TDC) of the curve (α) of the free end of the door (10). [5] Door holding structure according to claim 4, wherein the top dead center (TDC) is arranged at a middle position of the door (10) which is located between the maximum open position (αO) and a closed position (αC). [6] Door holding structure according to claim 5, wherein the maximum open position (αO) is at an opening angle of the door (10) in a range between approximately 50° and approximately 70°, preferably approximately 60°, and / or the top dead center (TDC) is at an opening angle in a range between approximately 30° and approximately 55°, preferably in a range between approximately 40° and approximately 50°. [7] A method for assisting an operation for opening and closing a vehicle door, the door (10) comprising a door hinge (20) which rotatably supports the door (10), the method comprising the following steps: arranging a door hinge (20) such that it is inclined such that a free end of the door (10) is rotated obliquely upwards when the door (10) is opened; and Arranging a pre-tension stabilizer which supports the opening / closing operation of the door (10), wherein a hinge axis (H) of the door hinge (20) is inclined relative to a vertical line (VER), the upper side of which is arranged on an inner side in a vehicle width direction and on a front side in a vehicle longitudinal direction, wherein a door opening angle of a maximum open position (α0), an inward inclination angle (θ1) of the hinge axis (H) relative to the vertical line (VER), and a forward inclination angle (θ2) of the hinge axis (H) relative to the vertical line (VER) are set such that a curve (α) of the free end of the door (10) becomes substantially horizontal or falls in an opening direction when the door (10) is opened at a top dead center (TDC) before the door (10) is opened to a maximum open position (α0). [8] The method of claim 7, further comprising the step of: Forming the stabilizer from a torsion bar (30), wherein the torsion bar (30) is configured such that the torsion bar (30) assumes its neutral position, in which no torsional preload force is generated, at the top dead center (TDC) of the curve (α) of the free end of the door (10).

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