Die arrangement for the production of vehicle doors

Abstract

A die assembly for producing a vehicle door comprises an upper die assembly having an upper die and a lower die assembly having a lower die. The lower die assembly includes a lower head connector configured to extend over an initial deformation distance D during a downward forming movement of the upper die assembly. 1 moves downward relative to the lower die. The lower die assembly includes a lower main body connector configured to move relative to the lower head connector and the upper die over a longer deformation distance D during the downward forming movement of the upper die assembly. 1 +D 2moved downwards. The upper die assembly includes an upper head connector that is separate from the upper die and is moved by the lower head connector relative to the upper die over a compression distance D c is compressible upwards during the downward forming movement of the upper die assembly.

Description

Cross-reference to related applications

[0001] This PCT International patent application claims the benefit of and priority from U.S. Provisional Patent Application Serial No. 63 / 389,464, filed July 15, 2022, entitled “Method of Manufacturing Vehicle Doors,” the entire disclosure of which is hereby incorporated by reference. Background of the invention 1. Field of the invention

[0002] The present invention relates to a die arrangement and an associated method for producing vehicle parts, in particular vehicle doors. 2. Related technology

[0003] This section contains background information related to the present disclosure that is not necessarily prior art.

[0004] As in the Fig. 1-2, a process for manufacturing vehicle doors is traditionally carried out via an upper and lower die assembly, which together consists of three main components: an upper die or punch in the upper die assembly, a lower die or punch, and a lower connector in the lower die assembly. Both the upper and lower dies and the lower connector are each individual, unitary parts and, as shown in Fig. 3, a depth of the vehicle door head section is set to the same depth as the vehicle door main body (shown by the vertical arrow D 0) to ensure a clean wrap around the molded vehicle door header section, as only a single connector is present. However, this manufacturing process generates material waste, particularly in a boss molded around the vehicle door header section, and also places significant stress on the vehicle door during the forming process. Accordingly, there is a continuing desire to further develop and refine vehicle door forming processes that reduce material requirements and resulting waste and improve the forming process. Summary of the invention

[0005] According to one aspect of the disclosure, the present invention is generally directed to a manufacturing method that includes the head portion (in Fig. 6 as D 1 shown) required drawing depth compared to that on the main body (in Fig. 6 comparatively as D 1 +D 2shown) required drawing depth is reduced. This is achieved by a die assembly that divides the connector-forming components of the upper and lower die assemblies into a plurality of separate components, namely an upper head connector, a lower main body connector, and a lower head connector.

[0006] More specifically, a die assembly for manufacturing vehicle doors according to the present method comprises an upper die assembly having an upper die and a lower die assembly having a lower die. The upper and lower dies are complementarily shaped to form a main body portion and a head portion of the vehicle door during a downward forming movement F of the upper die assembly. The lower die assembly includes a lower head connector configured to extend an initial deformation distance D during the downward forming movement of the upper die assembly. 1moves downward relative to the lower mold. The lower die assembly includes an additional lower main body connector configured to move a longer deformation distance D during the downward forming movement of the upper die assembly relative to the lower head connector and the upper die. 1 +D 2 moved downwards. The upper die assembly includes an upper head connector that is separate from the upper die and is compressible upwards relative to the upper die by the lower head connector over a compression distance D cduring the downward forming movement of the upper die assembly. Separating the connector-forming components of the upper and lower die assemblies into the upper head connector, the lower main body connector, and the lower head connector reduces the overall movement and forming stroke of the upper head connector and the lower head connector relative to the upper die and the lower main body connector during vehicle door manufacturing.

[0007] A shorter forming stroke for the head section of the vehicle door enables a more secure drawing sheet after forming and achieves significant material savings for the resulting vehicle door compared to vehicle doors formed using conventional manufacturing processes, as the forming depth is changed. (See, for example, a comparison of the head section in the vehicle door of Fig. 3, which was formed according to the prior art manufacturing method, and the head portion of the vehicle door of Fig. 6, which was formed according to the respective die arrangement and the associated manufacturing method). In other words, an attachment around the head portion of the vehicle door, which is formed according to the respective die arrangement and the associated manufacturing method ( Fig. 6), compared to the vehicle doors manufactured according to the state-of-the-art process ( Fig. 3), significantly reduced.

[0008] Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Short description of the drawings

[0009] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure. The inventive concepts associated with the present disclosure will be more readily understood by reference to the following description in combination with the accompanying drawings, in which: Fig. Figure 1 shows an upper die according to the prior art; Fig. Figure 2 shows a lower die according to the prior art; Fig. Figure 3 shows a vehicle door formed according to the upper and lower die assemblies of the prior art; Fig. 4 shows an upper die assembly having an upper shoe, an upper die, and an upper head connector according to the present disclosure; Fig. 5 shows a lower die assembly including a lower die, a lower main body connector, and a lower head connector according to the present disclosure; Fig. 6 shows a vehicle door formed according to the upper and lower die arrangements of the Fig. 4-5 and the associated manufacturing process; Fig. Figure 7 shows a method of manufacturing the vehicle door in which the upper and lower die assemblies are initially arranged at a distance from one another; Fig. 8 shows a subsequent step of the method for manufacturing the vehicle door in which the upper die assembly is moved along a downward forming motion F toward the lower die assembly to first position the upper head connector adjacent the lower head connector and the upper shoe and to position an upper main body connector surface of the upper die adjacent the lower main body connector; Fig. 9 shows a subsequent step of the method for manufacturing the vehicle door, in which the upper shoe, the upper die and the upper head connector of the upper die assembly and the lower main body connector and the lower head connector of the lower die assembly are jointly wound around the Fig. 8 shown first deformation section D 1be moved downwards while the lower die remains stationary within the lower die assembly to begin forming the vehicle door; and Fig. 10 shows a subsequent step of the method for manufacturing the vehicle door, in which the lower head connector bottoms out and stops the downward forming movement (after having travelled the distance D 1 has traveled) to rotate the upper head connector relative to the upper shoe and the upper die by the Fig. 9 shown compression section D c to compress and move, while the upper shoe, the upper die and the lower main body connector move relative to the stationary lower die the additional deformation distance D 2 , which in Fig. 9, further downwards to achieve a shorter connector distance or movement equal to D 1at the vehicle door head as a longer connector distance or movement equal to D 1 + D 2 on the vehicle main body, as shown in Fig. 6 shown. Detailed description of the enabling embodiments

[0010] The exemplary embodiments will now be described in more detail with reference to the accompanying drawings. Generally, the subject embodiments are directed to a method of manufacturing vehicle doors. However, the exemplary embodiments are provided only so that this disclosure will be complete and will fully convey the scope to those skilled in the art. Numerous specific details are set forth, such as examples of specific components, devices, and methods, in order to provide a thorough understanding of embodiments of the present disclosure. It will be apparent to those skilled in the art that specific details need not be employed, that the exemplary embodiments may be embodied in many different forms, and that none should be construed to limit the scope of the disclosure.In particular, although the method for manufacturing vehicle parts is described with reference to vehicle doors, it should be noted that the method may also be applied to other vehicle parts without departing from the scope of the relevant disclosure. In some exemplary embodiments, known methods, known device structures, and known technologies are not described in detail.

[0011] With reference to the figures, the disclosure generally relates to a method of manufacturing vehicle doors using a die assembly 10 having an upper die assembly 12 and a lower die assembly 14 for co-forming a vehicle door 16 having a main body portion 18 and a head portion 20 (see Fig. 6). Although the figures show the die assembly 10 arranged to produce dual ejection vehicle doors (i.e., two vehicle doors formed simultaneously, one being positioned and formed on the left side of the die assembly 10 and the other being positioned and formed on the right side of the die assembly 10), the remaining description will focus on the manufacture of a single vehicle door that can be duplicated within the die assembly 10, as shown in the figures.

[0012] As in Fig. 4, the upper die assembly 12 includes an upper shoe 22 having an upper shoe surface 23 and an upper die or punch 24 attached to the upper shoe 22. The upper die 24 includes an upper main body forming portion 26, an upper head forming portion 28, and an upper main body connector surface 30 extending outwardly from the upper main body forming portion 26 and overlying a portion of the upper shoe surface 23. The upper die assembly 10 also includes an upper head connector 32 that is separate from the upper shoe 22 and the upper die 24 and is adapted to be compressed by a compression distance D during a downward forming movement F of the upper die assembly 12. c can be compressed upwards (see Fig. 7-9), which, as described in more detail below, reduces overall movement and results in a shorter forming stroke of the upper head connector 32 relative to the upper shoe 22 and upper die 24 during the forming and manufacture of the vehicle door 16.

[0013] As in Fig. 5, the lower die assembly 14 includes a lower die or punch 36 having a lower main body forming portion 38 and a lower head forming portion 40 complementary to the upper main body forming portion and the upper head forming portion 26, 28 and configured to mate with the upper main body forming portion and the upper head forming portion 26, 28 of the upper die 24 during the manufacturing process to form the main body and head portions 18, 20 of the vehicle door 16. The lower die 36 remains fixed or stationary in the lower die assembly 14 during the forming and manufacturing process of the vehicle door 16.The lower die assembly 14 includes a lower main body connector 42 and a lower head connector 44, each of which moves independently and downwardly relative to the lower die 36 by different deformation distances (a longer deformation distance D. 1 +D 2 for the lower main body connector 42 and a shorter deformation distance D 1 for the lower head connector 44, as shown in the Fig. 8-10 shown together) during manufacture of the vehicle door 16 to reduce overall movement and achieve a shorter forming stroke of the lower head connector 44 relative to the lower main body connector 42 during formation of the vehicle door 16.

[0014] As described in more detail below and in Fig. 6, the shorter joint forming stroke of the upper head connector 30 and the lower head connector 44 significantly reduces the amount of molding required for an attachment 34 formed around the head portion 20 of the vehicle door 16, compared to previous vehicle door manufacturing processes (see comparison of Fig. 3 and Fig. 6), which leads to significant material savings and reduces the deformation load of the resulting vehicle door 16.

[0015] More precisely, and as in Fig. 7, the process for manufacturing the vehicle door 16 begins by arranging the upper and lower die assemblies 12, 14 at a distance from each other. As shown in Fig. 8, in the manufacturing method, the upper die assembly 12 is moved downwardly and toward the lower die assembly 14 along a downward forming motion F to first bring the upper head connector 32 into abutting relationship with the lower head connector 44 and the upper shoe surface 23 of the upper shoe 22 (and thus the upper main body connector surface 30 of the upper die 22) into abutting relationship with the lower main body connector 42. In this position, the upper main body forming portion 26 and the upper head forming portion 28 of the upper die 24 are disposed in adjacent and slightly spaced relationship with the respective lower main body forming portion 38 and the lower head forming portion 40 of the lower die 36.

[0016] As in Fig. 9 below, the upper die assembly 12 continues its downward forming movement F, during which the upper die 24 and the upper head connector 32 of the upper die assembly 12 and the lower main body connector 42 and the lower head connector 44 of the lower die assembly 14 together rotate about a Fig. 8 shown initial deformation distance D 1 be moved downwards while the lower die 36 remains stationary to begin forming the vehicle door 16. In other words, the downward forming movement F of the upper die assembly 12 forces each of the lower main body connectors 42 and the lower head connectors 44 to move relative to the lower die 36 over the initial deformation distance D 1downward (via the abutting relationship of the upper head connector 32 with the lower head connector 44 and the abutting relationship of the upper shoe surface 23 of the upper shoe 22 with the lower main body connector 42) while the upper main body and upper head forming sections 26, 28 of the upper die 24 engage the lower main body and head forming sections 38, 40 of the lower die 36 to begin forming the vehicle door 16.

[0017] As in the Fig. 8-9, the lower head connector 44 includes a stop 46 that abuts against an engagement surface 48 of the lower die assembly 14 to limit the downward movement of the lower head connector 44 after the initial deformation distance D 1 and exert an upward compression force on the upper head connector 32. As shown in Fig. 10, in the manufacturing process, the lower head connector 44 is compressed and moves the upper head connector 31 relative to the upper shoe 22 and the upper die 24 by the Fig. 8-9 shown compression section D c upwards, while the upper shoe 22, the upper die 24 and the lower main body connector 42 continue to move relative to the stationary lower die 36 the additional forming distance D 2 , as in Fig. 9, move downwards to achieve a shorter connector travel or movement of the upper and lower connector head connectors 32, 44 equal to D 1 at the vehicle door head section 20 instead of a connector distance or movement equal to D 1 + D 2 for the lower main body connector 42 on the vehicle main body section 26, as shown in Fig. 6. This results in a significant reduction in the attachment 34 formed around the head portion 20 compared to previous manufacturing processes for vehicle doors.

[0018] Applicant has determined that the wrap of the resulting vehicle door 16 is beautiful and uniform when the upper and lower head connectors 32, 44 are separate and independent components of the upper die 24 and lower main body connector 42. Furthermore, because the upper and lower head connectors 32, 44 are separate from their respective upper die 24 and lower main body connectors 42 and can move independently (and less) than the respective upper die 24 and lower main body connector 42 used to form the main body portion 18, the upper head connector 32 clamps to the lower head connector 44, and during the forming stroke, the head portion 20 of the vehicle door 16 remains fixed while the main body portion 20 continues to be formed.

[0019] With reference to the Fig. 8-9 is the compression section D c of the upper head connector 32 approximately equal to the longer connector section D1 + D 2 of the lower main body connector 42, minus the initial first forming distance D 1 . In an exemplary arrangement, the longer connector distance D 1 + D 2 165 mm, the shorter initial forming distance D 1 65 mm and the compression distance D c 100 mm. In this exemplary arrangement, the upper and lower die assemblies 12, 14 cause the drawing depth at the head portion 20 to be 100 mm less. However, other travel and compression distances could be used without departing from the scope of the present disclosure.

[0020] As can be seen from the previous detailed disclosure, forming the connector for the main body portion 18 and the head portion 20 using separate components from the upper die 24 and the lower die 36 (i.e., separating the lower binder into the lower main body binder 42 and the lower head binder 44, as well as the additional upper head binder 32) allows for a smaller draw depth of the forming required on the head portion 20 (see D 1 in Fig. ), whereby the material requirements for the forming of the vehicle door 16 are reduced compared to the conventional manufacturing processes, such as the one in Fig. shown prior art vehicle door. In other words, the modification of the lower die assembly 14, comprising a lower main body connector 42 that mates with the upper die 24 to form a connector / cap for the main body portion 18, and a lower head connector 44 that mates with the upper head connector 32 to form a connector / cap for the head portion 20, allows for a different distance and a shorter forming stroke for the head portion (e.g., 65 mm, as indicated by arrow D 1 on the right side of Fig. 6) compared to the rest of the plate (e.g. 165 mm, as indicated by arrow D 1 +D 2 on the left side of Fig.6), resulting in material savings in the formed vehicle door 16. Additionally, the split lower connector (i.e., the lower main body connector 42 separate from the lower head connector 44) of the lower die assembly 14, in combination with the upper head connector 32 of the upper die assembly 12, improves the formability of the vehicle door 16 because the manufacturing process provides the ability to draw the head close to the initial position due to the locally reduced draw depth. This manufacturing method also reduces springback because the vehicle door 16 is formed entirely by drawing and no post-forming is required.

[0021] It should be noted that the foregoing description of the embodiments has been provided for illustrative purposes. In other words, the present disclosure is neither exhaustive nor restrictive. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but may be substituted and utilized in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the disclosure, and all such changes are intended to be included within the scope of the disclosure. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] US 63 / 389,464

[0001]

Claims

[1] A die assembly for producing a vehicle door, comprising: an upper die assembly comprising an upper die; a lower die assembly comprising a lower die shaped complementarily to the upper die for jointly forming a main body portion and a head portion of the vehicle door during a downward forming movement F of the upper die assembly; wherein the lower die assembly includes a lower head connector configured to move downwardly an initial forming distance D1 relative to the lower die during the downward forming movement of the upper die assembly; the lower die assembly includes a lower main body connector configured to move downwardly a longer forming distance D1+D2 relative to the lower head connector and the upper die during the downward forming movement of the upper die assembly; and the upper die assembly comprises an upper head connector which is separate from the upper die and is connected by the lower head connector during the downward forming movement of the upper die assembly relative thereto by a compression distance D c is compressible upward to reduce an overall distance and forming stroke of the upper head connector and the lower head connector relative to the upper die and the lower main body connector during manufacture of the vehicle door. [2] The die assembly according to claim 1, wherein the compression distance D cof the upper head connector is approximately equal to the longer forming distance D1+D2 of the lower main body connector minus the initial forming distance D1 of the lower head connector. [3] The die assembly of claim 1, wherein the lower head connector includes a stop for engaging an engagement surface of the lower die assembly to limit downward movement of the lower head connector to the initial forming distance D1. [4] The die assembly of claim 3, wherein the upper die includes an upper main body forming portion, an upper head forming portion, and an upper main body connector surface extending outwardly from the upper main body forming portion; and the lower die includes a lower main body forming portion and a lower head forming portion, each complementarily shaped and configured to mate with the upper main body forming portion and the upper head forming portion of the upper die during the downward forming movement of the upper die assembly to form the main body portion and the head portion of the vehicle door. [5] The die assembly of claim 4, wherein the upper die assembly is initially moved downwardly along the downward forming motion F to position the upper main body connector surface of the upper die in abutting relationship with the lower main body connector and the upper head connector in abutting relationship with the lower head connector, after which the upper die assembly continues to move downwardly along the downward forming motion F during which the upper die and upper head connector and the lower main body connector and lower head connector all move downwardly together by the initial forming distance D1 while the lower die remains stationary. [6] The die assembly of claim 5, wherein the stop exerts an upward compression force on the upper head connector after the lower head connector has traveled the initial forming distance D1, after which the upper die assembly continues to move downward along the downward forming movement F to compress the upper head connector upward relative to the upper die, the compression distance D c by the upward compression force of the lower head connector, while the upper die and the lower main body connector move further downward an additional forming distance D2 relative to the stationary lower die to complete the production of the vehicle door. [7] The die assembly of claim 2, wherein the initial forming distance is approximately 65 mm, the longer forming distance is approximately 165 mm, and the compression distance D cis approximately 100 mm. [8] An upper die assembly comprising: an upper die; and an upper head connector which is separate from the upper die and which, during a downward forming movement of the upper die assembly, is displaced by a compression distance D c is compressible upward relative to the upper die to reduce an overall distance and a shorter forming stroke of the upper head connector relative to the upper die during the manufacture of a vehicle door. [9] The upper die assembly of claim 8 further comprising: an upper shoe having an upper shoe surface; and wherein the upper die is attached to the upper shoe and includes an upper main body forming portion, an upper head forming portion, and an upper main body connector surface extending outwardly from the upper main body forming portion and overlying a portion of the upper shoe surface. [10] A lower die assembly comprising: a lower die that is stationary during the manufacture of a vehicle door; and a lower main body connector and a lower head connector each moving independently and downwardly relative to the lower die by different respective forming distances to reduce an overall distance and a shorter forming stroke of the lower head connector relative to the lower main body connector during manufacture of the vehicle door. [11] The lower die of claim 10, wherein the lower main body connector and the lower head connector each travel an initial downward deformation distance D1 relative to the lower die, after which the lower main body connector moves downward an additional forming distance D2 relative to the lower head connector and the lower die to provide a longer forming distance D1+D2 for the lower main body connector and a shorter forming distance D1 for the lower head connector. [12] The lower die according to claim 11, wherein the lower head connector comprises a stop for abutting against an engagement surface to stop the downward movement of the lower head connector after the initial deformation distance D1. [13] The lower die according to claim 10, wherein the lower die comprises a lower main body forming portion and a lower head forming portion.

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