Vehicle door structure

Abstract

To provide a door structure of a vehicle in which deformation of a door inner panel in the vicinity of a support part above a window regulator and deformation of a door trim can be suppressed, when a door window glass is fully closed.SOLUTION: A door structure of a vehicle comprises: a door inner panel 15 having trim fixing parts 38 and 39 to which door trims are fixed, at an upper part of a door 10; a window regulator 31 that moves a door glass 13 up and down; and a mounting member 40 which is fixed to the door inner panel 15 at a position near the trim fixing parts 38 and 39 and has a support part 40c supporting an upper part of the window regulator 31. Panel-fixed parts SW1-SW5 to the door inner panel 15 of the mounting member 40 are positioned lower than the support part 40c, and have deformation starting portions X1 configured so that the support part 40c is displaced with respect to the panel fixed parts SW1-SW5, when loads in a downward direction are inputted to the support parts 40c, below the support part 40c.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present invention relates to a vehicle door structure, and more particularly to a vehicle door structure including a door inner panel having a trim fixing portion to which a door trim is fixed at the top of the door, a window regulator that raises and lowers the door window glass, and an attachment member that is fixed to the door inner panel in the vicinity of the trim fixing portion and has a support portion that supports the upper part of the window regulator. [Background technology]

[0002] Generally, a window regulator that raises and lowers a door window glass comprises a drive motor, an actuator, multiple pulleys that guide a wire, the wire that moves while being guided by the pulleys, a guide rail, and a carrier plate that moves up and down along the guide rail as the wire moves, and the door window glass is fixed to the carrier plate and moves up and down together with the carrier plate.

[0003] Conventionally, window regulators have been attached to the door via a door module, which is a plastic part. However, from the standpoint of cost and design labor, as disclosed in Patent Document 1, there are cases where the door module is eliminated and a structure is adopted in which the window regulator is fixed to the door inner panel and a door trim fixing portion is provided in a position close to the upper fixing portion of the window regulator.

[0004] In this case, the following problems arise. In other words, when the door window glass is fully closed, a load is generated by the wire that pulls the upper fixed part of the window regulator outward and downward in the vehicle width direction, and the upper part of the door inner panel fixed to the window regulator is deformed so that it is pulled outward and downward in the vehicle width direction.

[0005] Since the door trim is attached to the passenger compartment side of the door inner panel via a trim fixing portion, deformation of the door inner panel causes deformation of the door trim, resulting in a problem of reduced marketability. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Publication No. 2020-29220 Summary of the Invention [Problem to be solved by the invention]

[0007] Therefore, an object of the present invention is to provide a vehicle door structure that can suppress deformation of the door inner panel near the support portion above the window regulator and deformation of the door trim when the door window glass is fully closed. [Means for solving the problem]

[0008] The present invention relates to a door inner panel having a trim fixing portion to which a door trim is fixed at an upper portion of a door, a window regulator for raising and lowering a door window glass, Between the front and rear trim fixing parts spaced apart in the vehicle's longitudinal direction a mounting member fixed to the door inner panel and having a support portion that supports an upper portion of the window regulator, the door inner panel has an open cross-sectional portion having an upper wall, a side wall, and a lower wall, protruding toward the passenger compartment and extending in the front-to-rear direction of the vehicle, the trim fixing portion and the panel fixing portion are arranged on the side walls of the open cross-sectional portion, the panel fixing portions are respectively located at the upper and lower parts of the mounting member, and the panel fixing portion of the lower part of the mounting member is arranged below the open cross-sectional portion, The vehicle door structure is characterized in that the panel fixing portion of the mounting member to the door inner panel is located below the support portion and has a deformation starting point portion below the support portion that is configured to displace the support portion relative to the panel fixing portion when a downward load is input to the support portion.

[0009] With this invention, when a downward load is input to the support portion of the mounting member when the door window glass is fully closed, the upper end of the mounting member is displaced outward and downward in the vehicle width direction because the panel fixing portion and the deformation starting point are located below the support portion.

[0010] This reduces the force acting on the upper portion of the door inner panel, pulling the upper portion of the door inner panel outward and downward in the vehicle width direction, thereby reducing the load being transmitted to the trim fixing portion. In short, when the door window glass is fully closed, deformation of the door inner panel near the support portion at the top of the window regulator and deformation of the door trim can be suppressed.

[0011] Also, as mentioned above The door inner panel has an open cross-sectional portion that has an upper wall, a side wall, and a lower wall, protrudes toward the passenger compartment, and extends in the front-rear direction of the vehicle, and the trim fixing portion and the panel fixing portion are arranged on the side walls of the open cross-sectional portion. There are . child R As a result, the trim fixing portion and the panel fixing portion are disposed on the side wall of the open cross section portion, which has high rigidity, so that the supporting rigidity of the trim and the supporting rigidity of the mounting member can be ensured.

[0012] Also, as mentioned above The panel fixing portions are located at the upper and lower portions of the mounting member, respectively, and the panel fixing portion at the lower portion of the mounting member is disposed below the open cross-section portion. There are . child R As a result, when a downward load is applied to the support portion, the load can be distributed to multiple panel fixing portions, thereby improving the durability of the mounting member and reducing the load input to the open cross-section portion.

[0013] Also, as mentioned above The mounting member is located between front and rear trim fixing portions spaced apart in the vehicle longitudinal direction. There are . child RAs a result, the mounting member is sandwiched between the front and rear trim fixing parts, resulting in a structure in which load input is easily applied to the trim fixing parts. Even in this structure, the upper end of the mounting member is displaced outward and downward in the vehicle width direction starting from a deformation origin portion below the support part, so load transfer to the door inner panel is suppressed, load transfer to the trim fixing parts can be suppressed, and deformation of the door inner panel and door trim can be suppressed.

[0014] As an aspect of the present invention, the deformation starting point may be a ridge line extending in the longitudinal direction of the vehicle below the support portion of the mounting member. According to this invention, the deformation starting point is the ridgeline, so when a downward load is applied to the support portion of the mounting member when the door window glass is fully closed, the ridgeline becomes the trigger for deformation.

[0015] In one aspect of the present invention, the mounting member has a connecting wall portion extending downward and inward in the vehicle width direction from the lower end of the support portion, and a flange portion extending downward from the lower end of the connecting wall portion and connected to the door inner panel, and the ridge line may be formed between the lower end of the connecting wall portion and the upper end of the flange portion.

[0016] According to this invention, by setting the ridge line at the upper end of the flange portion, a moment amount can be gained, and the downward load input to the support portion can be absorbed by deformation of the upper end of the mounting member.

[0017] In one aspect of the present invention, the connecting wall portion comprises an upper inclined portion extending downward and inward in the vehicle width direction from the lower end of the support portion, a vertical wall portion extending downward from the lower end of the upper inclined portion, and a lower inclined portion extending downward and inward in the vehicle width direction from the lower end of the vertical wall portion and connected to the flange portion, and second ridge lines may be formed between the upper inclined portion and the vertical wall portion, and between the vertical wall portion and the lower inclined portion.

[0018] According to this invention, in addition to the ridgeline at the upper end of the flange, the second ridgeline is formed, which provides multiple trigger points for deformation of the mounting member, resulting in multiple energy absorption points. As a result, when a downward load is applied to the support part of the mounting member when the door window glass is fully closed, the multiple ridgelines act as trigger points for deformation, allowing the upper end of the mounting member to deform stably. [Effects of the Invention]

[0019] According to the present invention, when the door window glass is fully closed, deformation of the door inner panel near the support portion at the top of the window regulator and deformation of the door trim can be suppressed. [Brief explanation of the drawings]

[0020] [Figure 1] FIG. 2 is a side view showing the door structure of the vehicle. [Figure 2] 2 is a side view of the vehicle door structure shown in FIG. 1 with the door outer panel removed. [Figure 3] 3 is a side view of a main part of the vehicle door structure shown in FIG. 2 with an impact bar and a belt line reinforcement removed. FIG. [Figure 4] FIG. 4 is an enlarged view of the main part of FIG. 3. [Figure 5] FIG. 2 is a perspective view of a main portion of the window regulator and the mounting member as viewed from the outside in the vehicle width direction and from the front of the vehicle. [Figure 6] FIG. [Figure 7] 7 is a perspective view showing the mounting member as viewed from a different direction than that shown in FIG. 6. [Figure 8] AA line cross-sectional view of FIG. 4. DETAILED DESCRIPTION OF THE INVENTION

[0021] The purpose of suppressing deformation of the door inner panel and the door trim near the support part at the top of the window regulator when the door window glass is fully closed is to comprise a door inner panel having a trim fixing part to which the door trim is fixed at the top of the door, a window regulator that raises and lowers the door window glass, Between the front and rear trim fixing parts spaced apart in the vehicle's longitudinal direction a mounting member fixed to the door inner panel and having a support portion that supports an upper portion of the window regulator, the door inner panel has an open cross-sectional portion having an upper wall, a side wall, and a lower wall, protruding toward the passenger compartment and extending in the front-to-rear direction of the vehicle, the trim fixing portion and the panel fixing portion are arranged on the side walls of the open cross-sectional portion, the panel fixing portions are respectively located at the upper and lower parts of the mounting member, and the panel fixing portion of the lower part of the mounting member is arranged below the open cross-sectional portion, The panel fixing portion of the mounting member to the door inner panel is located below the support portion, and is realized by a structure in which the support portion has a deformation starting point portion below the support portion that is configured to displace relative to the panel fixing portion when a downward load is input to the support portion. [Example]

[0022] An embodiment of the present invention will be described in detail below with reference to the drawings. The drawings show a vehicle door structure, with Fig. 1 being a side view of the vehicle door structure, Fig. 2 being a side view of the vehicle door structure shown in Fig. 1 with the door outer panel removed, and Fig. 3 being a side view of the main parts of the vehicle door structure shown in Fig. 2 with the impact bar and belt line reinforcement removed.

[0023] Fig. 4 is an enlarged view of the main part of Fig. 3, Fig. 5 is a perspective view of the main part showing the window regulator and the mounting member as seen from the outside in the vehicle width direction and from the front of the vehicle, Fig. 6 is a perspective view of the mounting member, Fig. 7 is a perspective view of the mounting member as seen from a different direction than Fig. 6, and Fig. 8 is a cross-sectional view taken along line AA in Fig. 4. The present invention can be applied to either the left or right front door or the left or right rear door of a vehicle, but in the following embodiment, an example in which the present invention is applied to the right rear door of a vehicle will be described.

[0024] As shown in FIG. 1, a door 10 (rear door) is provided to open and close a door opening as an entrance and exit for rear seat passengers. The door 10 described above includes a door body 12 equipped with a door outer handle 11, a door window glass (hereinafter simply referred to as door glass) 13 (see FIG. 8), and a door sash portion 14.

[0025] 8, the door body 12 is formed by integrally connecting a door inner panel 15 and a door outer panel 16 by hemming or the like. The door body 12 has a front edge portion 12A extending along the center pillar, a lower edge portion 12B extending along the side sill, a rear edge portion 12C extending along the rear pillar and rear wheel house, and an upper edge portion 12D forming the belt line BL.

[0026] A pair of upper and lower door hinge brackets 17, 18 are attached to the front edge portion 12A. The door hinge brackets 17, 18 include a door-side hinge bracket, a body-side hinge bracket, and a hinge pin, and the door 10 is configured to open and close with the hinge pin as a pivot point.

[0027] The door sash portion 14 is a frame-shaped combination of a sash front edge portion 14A that runs along the top of the center pillar, a sash upper edge portion 14B that runs along the rear of the roof side rail in the fore-and-aft direction, and a sash rear edge portion 14C that runs along the rear pillar.

[0028] 2, hinge reinforcements 20, 21 are joined and fixed to the upper and lower sides of the door inner panel 15 on the door interior space 19 (see FIG. 8) side of the front edge portion 12A in correspondence with the upper and lower door hinge brackets 17, 18. These hinge reinforcements 20, 21 are intended to improve the supporting rigidity of the door hinge brackets 17, 18.

[0029] A latch reinforcement 22 is joined and fixed to the door inner panel 15 on the door interior space 19 side at the upper part of the rear edge portion 12C of the door main body 12. This latch reinforcement 22 is intended to improve the supporting rigidity of the door latch.

[0030] A beltline reinforcement 23 extending in the vehicle longitudinal direction along the beltline BL is provided on the upper edge portion 12D of the door body 12. As shown in Fig. 8, the beltline reinforcement 23 is provided on the door inner space 19 side of the door outer panel 16, and reinforces the edge of the opening / exit 24 of the door glass 13.

[0031] The front edge of the door glass 13 shown in Figure 8 is configured so that its raising and lowering is guided by a guide rail 25 that extends vertically continuously from the front edge 12A of the door body 12 and the sash front edge 14A of the door sash portion 14, as shown in Figure 2.

[0032] 2, an upper impact bar 26 is provided in a slant shape between the upper part of the front edge 12A and the upper part of the rear edge 12C of the door body 12. The upper impact bar 26 is formed of a rigid member, and the front end of the upper impact bar 26 is joined and fixed to the upper hinge reinforcement 20. The upper impact bar 26 is disposed in a rearwardly inclined shape so that its rear end is positioned lower than the front end.

[0033] 2, a lower impact bar 27 is provided in a slant shape between the lower part of the front edge 12A and the lower part of the rear edge 12C of the door body 12. This lower impact bar 27 is also formed of a rigid member, and the front end of the lower impact bar 27 is joined and fixed to the lower hinge reinforcement 21. The lower impact bar 27 is disposed in a rearward inclined shape so that its rear end is positioned lower than the front end. The two impact bars 26, 27 are arranged spaced apart in the vertical direction and tilt backward, so that a side collision load is received over a wide area of ​​the door body 12.

[0034] As shown in Fig. 2, an upper front opening 28 is formed in the upper front portion of the door inner panel 15. An upper rear opening 29 is formed in the upper rear portion of the door inner panel 15. Furthermore, a lower rear opening 30 is formed in the lower rear portion of the door inner panel 15.

[0035] 3 and 8, an upper wall 15b extending inward in the vehicle width direction from the main body portion 15a is integrally formed directly below the upper edge portion 12D of the main body portion 15a of the door inner panel 15. A lower wall 15c extending inward in the vehicle width direction from the main body portion 15a is integrally formed at a position spaced downward from the upper wall 15b. A side wall 15d is provided that extends in the vertical direction and connects the inner end of the upper wall 15b in the vehicle width direction and the inner end of the lower wall 15c in the vehicle width direction. The door inner panel 15 is formed with the upper wall 15b, the side wall 15d, and the lower wall 15c to have an open cross-sectional portion 15S that projects toward the passenger compartment and extends in the front-rear direction of the vehicle.

[0036] Incidentally, a window regulator 31 for moving the door glass 13 up and down is provided in the door interior space 19, as shown in FIGS. As shown in Figure 3, this window regulator 31 comprises a guide rail 32 attached to the door inner panel 15, pulleys 33 provided at both the upper and lower ends of the guide rail 32 (however, only the upper pulley 33 is shown in the drawing), a wire 34 stretched between the upper and lower pulleys 33, a motor 35 and actuator 36 that drive the wire 34, and a carrier plate 37.

[0037] The wire 34 is wound around upper and lower pulleys 33 and stretched along the guide rail 32. A carrier plate 37 is fixed to one location of the wire 34. The guide rail 32 extends in the vertical direction, which is the direction in which the door glass 13 moves up and down, and the guide rail 32 movably supports a carrier plate 37 via a guide member (not shown).

[0038] The wire 34 is connected to a motor 35 via an actuator 36, and by operating the motor 35, which can rotate in both forward and reverse directions, the wire 34 is pulled in either the upward or downward direction, causing a carrier plate 37 fixed to a part of the wire 34 to move in the upward or downward direction along the guide rail 32. This allows the door glass 13 to move up and down between the fully closed position and the fully open position.

[0039] The lower portion of the door glass 13 is attached to the carrier plate 37. As shown in FIG. 8, the door glass 13 is interposed between the door inner panel 15 and the door outer panel 16, and is configured to be able to be housed in the door interior space 19.

[0040] By operating the window regulator 31, the door glass 13 moves up and down via the carrier plate 37, and the door glass 13 can enter and exit through the doorway 24 at the belt line BL position.

[0041] As shown in FIGS. 3 and 4, the door inner panel 15 has trim fixing portions 38 and 39 on the upper portion of the door main body 12 to which a door trim serving as a vehicle interior member is fixed. As shown in the figure, the trim fixing portions 38, 39 are arranged on the side wall 15d of the open cross-section portion 15S on the vehicle front side and vehicle rear side separated by the upper portion of the guide rail 32 of the window regulator 31.

[0042] 4, a bracket 40 serving as a mounting member for supporting the upper part of the guide rail 32 is fixed to the door inner panel 15 in a position close to the trim fixing parts 38, 39. That is, the bracket 40 is fixed to the door inner panel 15 at a position where the distance therebetween is small relative to the trim fixing parts 38, 39. As shown in FIGS. 4 and 8, the bracket 40 is provided at its upper center in the front-rear direction with a support part for supporting the upper part of the window regulator 31, i.e., a mounting seat 40c on which a pulley shaft 41, which is a rotational support shaft of the pulley 33, is supported.

[0043] As shown in FIG. 8, the pulley shaft 41 has a flange 41a at its outer end in the vehicle width direction that holds the pulley 33, and a threaded portion 41b at its inner end in the vehicle width direction. The pulley shaft 41 is attached to the mounting seat 40c of the bracket 40 by tightening a nut 42 onto the threaded portion 41b that protrudes inward in the vehicle width direction of the bracket 40 from the pulley shaft insertion hole of the bracket 40.

[0044] As shown in Fig. 4, a mounting leg 40a is integrally formed at the vertical middle of the front end of the bracket 40, below the pulley shaft 41 and the mounting seat 40c. Similarly, as shown in Fig. 4, a mounting leg 40b is integrally formed at the vertical middle of the rear end of the bracket 40, below the pulley shaft 41 and the mounting seat 40c.

[0045] As shown in Fig. 6, the front mounting leg 40a is formed in an L-shape in a plan view of the vehicle so as to extend inward in the vehicle width direction from the front end of the bracket 40 and then extend toward the front of the vehicle. Similarly, as shown in Fig. 7, the rear mounting leg 40b is formed in an L-shape in a plan view of the vehicle so as to extend inward in the vehicle width direction from the rear end of the bracket 40 and then extend toward the rear of the vehicle.

[0046] As shown in FIG. 4, mounting seats 15e, 15f are integrally formed at positions facing the front and rear mounting legs 40a, 40b, protruding outward in the vehicle width direction from the side wall 15d of the open cross-section portion 15S of the door inner panel 15.

[0047] The portion of the front mounting leg 40a that abuts against the mounting seat 15e is fixed to the mounting seat 15e of the door inner panel 15 at a panel fixing portion SW1 by spot welding means. Similarly, the portion of the rear mounting leg 40b that abuts against the mounting seat 15f is fixed to the mounting seat 15f of the door inner panel 15 at a panel fixing portion SW2 by spot welding means.

[0048] As shown in FIG. 4, below the pulley shaft 41 and the mounting seat 40c, the lower end of the bracket 40 is fixed to the main body 15a of the door inner panel 15 at multiple locations including the front end, the middle portion, and the rear end in the fore-and-aft direction at the front end, the middle portion, and the rear end in the fore-and-aft direction by spot welding at panel fixing parts SW3, SW4, and SW5. The panel fixing portions SW1 to SW5 of the bracket 40 for fixing to the door inner panel 15 are all located below the pulley shaft 41 and the mounting seat 40c.

[0049] As shown in Fig. 8, when the door glass 13 is fully closed, a load is generated that pulls the mounting seat 40c, which supports the upper part of the window regulator 31, outward and downward in the vehicle width direction by the wire 34. For this reason, below the mounting seat 40c, a ridge line X1 is formed on the bracket 40 as a deformation starting point configured to displace the mounting seat 40c of the pulley shaft 41 relative to the panel fixing portions SW1 to SW5 as shown by the imaginary line in Fig. 8 when a downward load is input to the mounting seat 40c. The ridge line X1 serves as a trigger for deforming the bracket 40 when the downward load is input.

[0050] As a result, when a downward load is input to the mounting seat 40c of the bracket 40 when the door glass 13 is fully closed, the upper end of the bracket 40 is displaced outward and downward in the vehicle width direction because the panel fixing portions SW1 to SW5 and the ridge line X1 are located below the mounting seat 40c.

[0051] This reduces the load transmission to the door inner panel 15. In other words, the force that pulls the upper part of the door inner panel 15 outward and downward in the vehicle width direction is reduced, so that the load transmission to the trim fixing portions 38, 39 is reduced. In short, this structure is designed to suppress deformation of the door inner panel 15 near the mounting seat 40c above the window regulator 31 and deformation of the door trim when the door glass 13 is fully closed.

[0052] As shown in Figure 4, of the multiple panel fixing parts SW1 to SW5, the two upper panel fixing parts SW1 and SW2 are provided on the top of the bracket 40, and the three lower panel fixing parts SW3, SW4, and SW5 are provided on the bottom of the bracket 40.

[0053] As described above, the door inner panel 15 has an upper wall 15b, a side wall 15d, and a lower wall 15c, and has an open cross-sectional portion 15S that protrudes toward the passenger compartment (i.e., toward the inside in the vehicle width direction) and extends in the fore-and-aft direction of the vehicle, and the above-mentioned trim fixing portions 38, 39 and panel fixing portions SW1, SW2 on the upper part of the bracket 40 are arranged on the side wall 15d of this open cross-sectional portion 15S.

[0054] In this way, by arranging the trim fixing portions 38, 39 and the panel fixing portions SW1, SW2 on the upper part of the bracket 40 on the side wall 15d of the open cross-section portion 15S, which has high rigidity, it is possible to ensure both the support rigidity of the trim and the support rigidity of the bracket 40.

[0055] On the other hand, of the panel fixing parts SW3, SW4, and SW5 provided at the bottom of the bracket 40, the panel fixing part SW4 provided in the middle of the fore-and-aft direction is located approximately directly below the pulley shaft 41 and the mounting seat 40c, and the other two panel fixing parts SW3 and SW5 are located at positions spaced apart towards the front and rear of the vehicle from the panel fixing part SW4 in the middle of the fore-and-aft direction.

[0056] These panel fixing portions SW3, SW4, SW5 at the bottom of the bracket 40 are disposed on the main body portion 15a of the door inner panel 15 directly below the open cross-sectional portion 15S. As a result, when a downward load is applied to the mounting seat 40c, the load can be distributed to the multiple panel fixing portions SW3, SW4, and SW5. In particular, the load tends to concentrate on the panel fixing portion SW4, which is located approximately directly below the pulley shaft 41, but this load is distributed to the front and rear panel fixing portions SW3 and SW5. As a result, the durability of the bracket 40 is improved and the load input to the open cross-section portion 15S is reduced.

[0057] As shown in FIG. 4, the bracket 40 is located between front and rear trim fixing portions 38, 39 spaced apart in the longitudinal direction of the vehicle. This results in a structure in which the bracket 40 is sandwiched between the front and rear trim fixing portions 38, 39, making it easier for the above-mentioned load to be input to the trim fixing portions 38, 39. Even in this structure, the upper end of the bracket 40 is displaced outward and downward in the vehicle width direction starting from the ridge line X1, which is the deformation starting point below the mounting seat 40c (see the imaginary line in FIG. 8), thereby reducing the load transfer to the door inner panel 15. As a result, the load transfer to the trim fixing portions 38, 39 is suppressed, and the structure is configured to suppress deformation of the door inner panel 15 and the door trim.

[0058] As shown in FIGS. 6 to 8, the deformation starting point is formed by a ridge line X1 that extends in the vehicle front-rear direction below the pulley shaft 41 and the mounting seat 40c of the bracket 40. In this way, by making the ridge line X1 the deformation starting point, when a downward load is input to the pulley shaft 41 and mounting seat 40c of the bracket 40 when the door glass 13 is fully closed, the ridge line X1 becomes the trigger for deformation of the bracket 40.

[0059] 6 to 8, the bracket 40 has a connecting wall portion 43 extending downward and inward in the vehicle width direction from the lower end of the mounting seat 40c, and a flange portion 44 extending downward from the lower end of the connecting wall portion 43 and connected to the main body portion 15a of the door inner panel 15. The ridge line X1 is formed between the lower end of the connecting wall portion 43 and the upper end of the flange portion 44.

[0060] In this embodiment, the flange portion 44 is joined and fixed to the main body portion 15a of the door inner panel 15 by a plurality of panel fixing portions SW3, SW4, SW5 at the bottom of the bracket 40. In this way, by setting the above-mentioned ridge line X1 at the upper end of the flange portion 44, a moment amount can be obtained, and the downward load input to the mounting seat 40c is absorbed by deformation of the upper end of the bracket 40.

[0061] More specifically, as shown in Figures 6 to 8, the connecting wall portion 43 includes an upper inclined portion 43a extending downward and inward in the vehicle width direction from the lower end of the mounting seat 40c, a vertical wall portion 43b extending downward from the lower end of this upper inclined portion 43a, and a lower inclined portion 43c extending downward and inward in the vehicle width direction from the lower end of the vertical wall portion 43b and connected to the flange portion 44. Second ridgelines X2 and X3 are formed between the upper inclined portion 43a and the vertical wall portion 43b, and between the vertical wall portion 43b and the lower inclined portion 43c, respectively.

[0062] As shown in FIGS. 6 and 7, the second ridge line X2 between the upper inclined portion 43a and the vertical wall portion 43b is formed in an arc shape corresponding to the shape of the lower portion of the upper inclined portion 43a. As shown in FIGS. 6 and 7, the second ridge line X3 between the vertical wall portion 43b and the lower inclined portion 43c extends in the vehicle longitudinal direction over the entire length of the bracket 40 in the longitudinal direction.

[0063] In this way, by forming the above-mentioned second ridgelines X2 and X3 in addition to the ridgeline X1 at the upper end of the flange portion 44, it is possible to provide multiple trigger points for deformation of the bracket 40, resulting in multiple energy absorption points. As a result, when a downward load is input to the mounting seat 40c of the bracket 40 when the door glass 13 is fully closed, the multiple ridgelines X1, X2, and X3 act as trigger points for deformation, causing the upper end of the bracket 40 to deform stably.

[0064] Next, with reference to FIG. 8, the operation when a downward load is applied to the bracket 40 will be described. When the door glass 13 is fully closed, a load is generated by the wire 34 that pulls the mounting seat 40c of the bracket 40, which is the upper fixing portion of the window regulator 31, outward and downward in the vehicle width direction. In this case, since the ridge line X1 and the second ridge lines X2 and X3 that are configured to be displaced relative to the panel fixing portions SW3, SW4, and SW5 are formed below the mounting seat 40c, each of the ridge lines X1 to X3 acts as a trigger for deformation, and the upper end of the bracket 40 is stably displaced outward and downward in the vehicle width direction, as shown by the imaginary line in FIG.

[0065] This prevents the above-mentioned load from being transmitted to the door inner panel 15. In other words, no force acts on the upper part of the door inner panel 15 to pull the upper part of the door inner panel 15 outward and downward in the vehicle width direction. As a result, the transmission of the load to the trim fixing portions 38, 39 can be suppressed, and deformation of the door inner panel 15 and the door trim can be suppressed when the door glass 13 is fully closed. In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inside in the vehicle width direction, arrow OUT indicates the outside in the vehicle width direction, and arrow UP indicates the top of the vehicle.

[0066] As described above, the vehicle door structure according to this embodiment is a door structure for a vehicle including: the door inner panel 15 having trim fixing portions 38, 39 to which the door trim is fixed at the top of the door 10; the window regulator 31 that raises and lowers the door glass 13; and a mounting member (bracket 40) that is fixed to the door inner panel 15 in a position close to the trim fixing portions 38, 39 and has a support portion (mounting seat 40c) that supports the top of the window regulator 31. The panel fixing portions SW1 to SW5 of the mounting member (bracket 40) that are fixed to the door inner panel 15 are located below the support portion (mounting seat 40c), and are characterized in that they have deformation starting portions (ridge lines X1) below the support portion (mounting seat 40c) that are configured to displace the support portion (mounting seat 40c) relative to the panel fixing portions SW1 to SW5 when a downward load is input to the support portion (mounting seat 40c) (see FIGS. 4 and 8).

[0067] According to such a vehicle door structure, when a downward load is input to the support portion (mounting seat 40c) of the mounting member (bracket 40) when the door glass 13 is fully closed, the upper end of the mounting member (bracket 40) is displaced outward and downward in the vehicle width direction because the panel fixing portions SW1 to SW5 and the deformation starting point portion (ridge line X1) are located below the support portion (mounting seat 40c).

[0068] This reduces the load transmission to the door inner panel 15. In other words, the force acting on the upper portion of the door inner panel 15 to pull the upper portion of the door inner panel 15 outward and downward in the vehicle width direction is reduced, thereby reducing the load transmission to the trim fixing portions 38, 39.

[0069] In short, when the door glass 13 is fully closed, deformation of the door inner panel 15 near the support portion (mounting seat 40c) at the top of the window regulator 31 and deformation of the door trim can be suppressed.

[0070] In addition, in such a vehicle door structure, the door inner panel 15 has an open cross-sectional portion 15S that has an upper wall 15b, a side wall 15d, and a lower wall 15c, protrudes toward the passenger compartment, and extends in the fore-and-aft direction of the vehicle, and the trim fixing portions 38, 39 and the panel fixing portions SW1, SW2 are arranged on the side wall 15d of the open cross-sectional portion 15S (see Figure 4).

[0071] According to this vehicle door structure, the trim fixing portions 38, 39 and the panel fixing portions SW1, SW2 are arranged on the side wall 15d of the open cross-section portion 15S, which has high rigidity, so that the supporting rigidity of the trim and the supporting rigidity of the mounting member (bracket 40) can be ensured.

[0072] Furthermore, in such a vehicle door structure, the panel fixing portions SW1 to SW5 are located at the upper and lower parts of the mounting member (bracket 40), respectively, and the panel fixing portions SW3, SW4, and SW5 at the lower part of the mounting member (bracket 40) are arranged below the open cross-sectional portion 15S (see Figure 4).

[0073] According to this vehicle door structure, when a downward load is applied to the support portion (mounting seat 40c), the load can be distributed to multiple panel fixing portions SW3 to SW5, thereby improving the durability of the mounting member (bracket 40) and reducing the load input to the open cross-section portion 15S.

[0074] Furthermore, in such a vehicle door structure, the mounting member (bracket 40) is located between front and rear trim fixing portions 38, 39 spaced apart in the vehicle longitudinal direction (see FIG. 4).

[0075] According to this vehicle door structure, the mounting member (bracket 40) is sandwiched between the front and rear trim fixing portions 38, 39, which makes it easy for load input to be applied to the trim fixing portions 38, 39. Even in this structure, the upper end of the mounting member (bracket 40) is displaced outward and downward in the vehicle width direction starting from a deformation starting point (ridge line X1) below the support portion (mounting seat 40c), which suppresses load transfer to the door inner panel 15 and can suppress load transfer to the trim fixing portions 38, 39, thereby suppressing deformation of the door inner panel 15 and the door trim.

[0076] Additionally, in such a vehicle door structure, the deformation starting point is the ridge line X1 extending in the vehicle longitudinal direction below the support portion (mounting seat 40c) of the mounting member (bracket 40) (see FIGS. 6, 7 and 8).

[0077] According to this vehicle door structure, the ridge line X1 is the deformation starting point, so that the ridge line X1 becomes the trigger point for deformation when a downward load is input to the support portion (mounting seat 40c) of the mounting member (bracket 40) when the door glass 13 is fully closed. Then, because the ridge line X1 becomes the trigger point for deformation, the upper end of the bracket 40 is actively deformed downward and outward in the vehicle width direction, and it is possible to suppress the load transmission to the trim fixing portions 38, 39.

[0078] Furthermore, in such a vehicle door structure, the mounting member (bracket 40) has a connecting wall portion 43 extending downward and inward in the vehicle width direction from the lower end of the support portion (mounting seat 40c), and a flange portion 44 extending downward from the lower end of the connecting wall portion 43 and connected to the door inner panel 15, and the ridge line X1 is formed between the lower end of the connecting wall portion 43 and the upper end of the flange portion 44 (see Figures 6 to 8).

[0079] According to such a vehicle door structure, by setting the ridge line X1 at the upper end of the flange portion 44, a moment amount can be gained, and the downward load input to the support portion (mounting seat 40c) can be absorbed by deformation of the upper end of the mounting member (bracket 40).

[0080] Furthermore, in such a vehicle door structure, the connecting wall portion 43 comprises an upper inclined portion 43a extending downward and inward in the vehicle width direction from the lower end of the support portion (mounting seat 40c), a vertical wall portion 43b extending downward from the lower end of the upper inclined portion 43a, and a lower inclined portion 43c extending downward and inward in the vehicle width direction from the lower end of the vertical wall portion 43b and connected to the flange portion 44, and second ridge lines X2, X3 are formed between the upper inclined portion 43a and the vertical wall portion 43b, and between the vertical wall portion 43b and the lower inclined portion 43c, respectively (see Figures 6 to 8).

[0081] According to this vehicle door structure, in addition to the ridge line X1 at the upper end of the flange portion 44, the above-mentioned second ridge lines X2 and X3 are formed, so that multiple trigger points for deformation of the mounting member (bracket 40) can be provided, resulting in multiple energy absorption points. As a result, when a downward load is input to the support portion (mounting seat 40c) of the mounting member (bracket 40) when the door glass 13 is fully closed, the multiple ridge lines X1, X2, and X3 act as trigger points for deformation, allowing the upper end of the mounting member (bracket 40) to deform stably.

[0082] In the configuration of this invention and the correspondence with the above-mentioned embodiment, The door window glass of the present invention corresponds to the door glass 13 of the embodiment, Similarly, The mounting member corresponds to the bracket 40, The support portion corresponds to the mounting seat 40c, The deformation starting point corresponds to the ridge line X1, The present invention is not limited to the configurations of the above-described embodiments, and many other embodiments can be obtained.

[0083] For example, in the above embodiment, the vehicle door structure is applied to the rear door on the right side of the vehicle, but the vehicle door structure of the present invention can also be applied to a front door or a double door. [Industrial Applicability]

[0084] As described above, the present invention is useful for a vehicle door structure including a door inner panel having a trim fixing portion to which a door trim is fixed at the top of the door, a window regulator that raises and lowers the door window glass, and an attachment member that is fixed to the door inner panel in a position close to the trim fixing portion and has a support portion that supports the upper part of the window regulator. [Explanation of symbols]

[0085] 10...Door 13...Door glass (door window glass) 15...Door inner panel 15b…Top wall 15c…Lower wall 15d…Side wall 15S...Open section 31...Window regulator 38, 39...Trim fixing part 40...Bracket (mounting member) 40c...Mounting seat (support part) 43...Connecting wall section 43a...Upper slope part 43b…Vertical wall part 43c…Lower slope part 44...Flange SW1 to SW5: Panel fixing part X1...ridgeline X2, X3...Second ridge

Claims

1. a door inner panel having a trim fixing portion to which a door trim is fixed at an upper portion of the door; A window regulator that raises and lowers the door window glass; a mounting member fixed to the door inner panel by a panel fixing portion between front and rear trim fixing portions provided at an interval in the vehicle longitudinal direction, the mounting member having a support portion for supporting an upper portion of the window regulator, the door inner panel has an upper wall, a side wall, and a lower wall, and has an open cross-section portion that protrudes toward the passenger compartment and extends in the front-rear direction of the vehicle, the trim fixing portion and the panel fixing portion are disposed on the side wall of the open cross-section portion, The panel fixing portions are located at the upper and lower portions of the mounting member, the panel fixing portion located at the lower portion of the mounting member is disposed below the open cross-sectional portion, The panel fixing portion of the mounting member is located below the support portion, and The panel fixing part has a deformation starting point below the support part, which is configured to displace the support part relative to the panel fixing part when a downward load is input to the support part. Vehicle door structure.

2. The deformation starting point is a ridgeline extending in the vehicle longitudinal direction below the support portion of the mounting member. The vehicle door structure according to claim 1.

3. the mounting member has a connecting wall portion extending downward and inward in the vehicle width direction from a lower end of the support portion, and a flange portion extending downward from the lower end of the connecting wall portion and connected to the door inner panel, The ridge line is formed between the lower end of the connecting wall portion and the upper end of the flange portion. The vehicle door structure according to claim 2.

4. The connecting wall portion includes an upper inclined portion extending downward and inward in the vehicle width direction from a lower end of the support portion; a vertical wall portion extending downward from a lower end of the upper inclined portion; a lower inclined portion extending downward and inward in the vehicle width direction from a lower end of the vertical wall portion and connected to the flange portion, A second ridge line is formed between the upper inclined portion and the vertical wall portion, and between the vertical wall portion and the lower inclined portion. The vehicle door structure according to claim 3.

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