Outer skin module of a vehicle door and vehicle door having such an outer skin module

Abstract

An outer skin module of a vehicle door has a side impact support for stiffening the vehicle door, a shell-shaped outer skin having a shell edge, and a peripheral mounting frame on its edge, which is connected to the shell edge of the outer skin for fixing the outer skin to a door shell of the vehicle door. The mounting frame and the side impact support are designed as one-piece module components.

Claims

1. A vehicle door, comprising: a prefabricated outer-skin module; and a door shell configured to be connected with the prefabricated outer-skin module with fasteners and connected to a body of a vehicle, wherein the prefabricated outer-skin module includes a shell-shaped outer skin having a shell periphery, a single-piece, unwelded installation frame in the form of a stamped sheet metal part, the installation frame being connected around the shell periphery to the outer skin, and being configured to fasten the outer skin on the door shell of the vehicle door, a side-impact beam integrally formed with the installation frame for strengthening the vehicle door, at least one stiffening strut integrally formed with the installation frame, the at least one integrally stiffening strut extending from the side impact beam to the mounting frame in a direction transverse to a longitudinal direction of the side impact beam, being arranged in a surface area between the side-impact beam and the installation frame such that the surface area is subdivided by the at least one stiffening strut into essentially equally sized partial surface areas, and is at least in sections adhesively bonded to the outer skin.

2. The vehicle door as claimed in claim 1, wherein the installation frame has a frame portion which is adjacent to a window opening of the vehicle door.

3. The vehicle door as claimed in claim 1, wherein the side-impact beam is arranged in an interior of the installation frame and extends essentially linearly between two essentially opposite points of the installation frame.

4. The vehicle door as claimed in claim 1, wherein the shell-shaped outer skin has a sheet-metal thickness of less than 1 mm.

5. The vehicle door as claimed in claim 1, wherein the shell-shaped outer skin has its shell periphery welded to the installation frame all the way around.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 shows an exterior view, and also a longitudinal section view and a cross section view of a vehicle-door outer-skin module according to an embodiment of the invention.

(2) FIG. 2 shows an interior view of the outer-skin module of FIG. 1.

(3) FIG. 3 shows an exterior view of a vehicle door having the outer-skin module according to FIGS. 1 and 2, with the outer skin removed.

DETAILED DESCRIPTION OF THE DRAWINGS

(4) FIGS. 1 and 2 illustrate an outer-skin module 10 of a vehicle door 12. FIG. 1 shows an exterior view, a longitudinal section view L-L and a cross section view H-H. FIG. 2 shows an interior view of the outer-skin module 10.

(5) According to FIG. 2, the outer-skin module 10 includes a side-impact beam 14 for strengthening the vehicle door 12, a shell-shaped outer skin 16 which has a shell periphery 18, and an installation frame 20 which runs all the way around the periphery, is connected to the shell periphery 18 of the outer skin 16 and is intended for fastening the outer skin 16 on a bodyshell 22 (see FIG. 3) of the vehicle door 12.

(6) Since, in the installed state of the outer-skin module 10, the usually painted outer side of the outer skin 16 (said outer side being illustrated in FIG. 1) forms a vehicle surface which is visible from outside the vehicle, the outer skin 16 has to meet stringent requirements with respect to its surface quality. In order to meet these requirements, the shell-shaped outer skin 16, in the exemplary embodiment illustrated, is a metal sheet, in particular an aluminum sheet.

(7) FIG. 2 shows clearly that the installation frame 20, which extends all the way around the periphery, and the side-impact beam 14 are designed in the form of a single-piece, non-welded module component 24. This module component 24 here is a shaped sheet-metal stamped part, wherein, for reasons relating to weight, use is preferably made of an aluminum sheet having a sheet-metal thickness on the order of magnitude of approximately 1.5 mm to 2.0 mm. As an alternative, however, it is also contemplated to use a steel sheet.

(8) According to FIG. 2, the side-impact beam 14 is arranged in the interior of the installation frame 20 and extends more or less linearly between two essentially opposite points of the installation frame 20.

(9) According to FIG. 2, the installation frame 20, which, in relation to the shell periphery 18 of the outer skin 16, runs all the way around the periphery, rests on the outer skin 16 and has its outer periphery connected to the shell periphery 18. In specific terms, the shell periphery 18 and the installation frame 20 here are fastened on one another by crimping and adhesive bonding all the way around.

(10) As an alternative, however, it is also contemplated for the shell-shaped outer skin 16 to have its shell periphery 18 welded, in particular laser-welded, to the installation frame 20 all the way around, in order for the strength and rigidity of the outer-skin module 10 to be increased.

(11) The installation frame 20 of the module component 24 has a frame portion which is adjacent to a window opening 26 of the vehicle door 12, said window opening being indicated in FIG. 3, wherein, along said frame portion, the module component 24 has a waist-rail reinforcement 28, which is formed-on in one piece and is intended for stabilizing the outer-skin module 10.

(12) The waist-rail reinforcement 28 here, just like the side-impact beam 14, is an essentially linear reinforcement portion of the module component 24.

(13) Section H-H of FIG. 1 shows clearly that the side-impact beam 14 and the waist-rail reinforcement 28 are profiled such that, as seen in cross section, they abut only in part, rather than over their entire surface area, against the shell-shaped outer skin 16. The stabilization of the outer-skin module 10, here is attributable predominantly to the profile regions which run, as seen in cross section, obliquely or transversally to the shell surface of the outer skin 16.

(14) The linear side-impact beam 14 extends in a longitudinal direction 31 between two essentially opposite points of the installation frame 20, wherein section L-L of FIG. 1 shows clearly that the side-impact beam 14 abuts over most of its longitudinal extent, in particular over more or less its entire length, directly against the outer skin 16. This also applies analogously to the waist-rail reinforcement 28.

(15) According to FIG. 2, the module component 24 has four stiffening struts 30, which are formed-on in one piece and extend, transversally to the longitudinal direction 31 of the side-impact beam 14, from the side-impact beam 14 to the installation frame 20. The surface area enclosed by the side-impact beam 14 and the installation frame 20 is subdivided here by the four stiffening struts 30 into five approximately equally sized partial surface areas 32. During production of the single-piece module component 24, these partial surface areas 32 determine the size of the sheet-metal portions which are produced as waste during the stamping-out operation of the module component 24. As the size of the pieces of waste decreases, there is reduction in the complexity of producing the module component 24, since, beneath a predetermined limit size, the sheet-metal portions can be removed in a single stamping step. In geometrically advantageous configuration, it is therefore possible for the entire single-piece module component 24 to be stamped out of a sheet-metal blank in just a single procedure step.

(16) In order to reduce buckling stress of the shell-shaped outer skin 16, the stiffening struts 30 are connected, in particular adhesively bonded, to the outer skin 16, at least in part, but preferably over their entire length, between the side-impact beam 14 and the installation frame 20. The adhesive used is, for example, an expansible foam which expands under increased temperatures, as occur for example during the operation of baking the paint in the facility for painting the outer-skin module 10. The expandable foam then reliably prevents undesirable scraping or rattling noises from occurring in the case of small relative movements between the outer skin 16 and the module component 24.

(17) The adhesive also fixes the outer skin 16 on the stiffening struts 30, the outer skin 16 therefore having an additional support, in particular, in a direction transverse to the shell surface, within the installation frame 20 which runs all the way around the periphery. This means that the outer skin 16 need only freely span relatively small partial surface areas 32, and therefore the requirements which have to be met by the buckling stress of the outer skin 16 are reduced. Consequently, a sheet-metal thickness of the shell-shaped outer skin 16 can be reduced to less than 1 mm, as a result of which it is advantageously possible to cut back on the amount of material used and thus also to reduce the weight of the vehicle door 12.

(18) For the same reasons as with the stiffening struts 30, it is also possible as an alternative, or in addition, for the side-impact beam 14 and/or the waist-rail reinforcement 28 to be connected, in particular adhesively bonded by expandable foam, to the outer skin 16, at least in part, but preferably over their entire length.

(19) This gives rise to a prefabricated outer-skin module 10 which is not complex to produce and, on account of the integrated side-impact beam 14 and the integrated waist-rail reinforcement 28, has a high level of inherent rigidity, which in turn results in advantages in relation to the handling of the outer-skin module 10.

(20) The stiffening struts 30, which are additionally integrated in the module component 24 and connected to the outer skin 16, ensure a relatively low level of buckling stress of the outer skin 16 and thus allow the sheet-metal thickness of the outer skin 16 to be reduced to less than 1 mm. The reduced sheet-metal thickness here readily compensates for the additional weight due to the stiffening struts 30 and can even result overall in a lower overall weight of the vehicle door 12.

(21) FIG. 3 shows the vehicle door 12 having the prefabricated outer-skin module according to FIGS. 1 and 2 and also a door bodyshell 22, on which the prefabricated outer-skin module is fastened. The outer skin 16 of the outer-skin module 10 is not illustrated in FIG. 3, so that the connection between the outer-skin module 10 and the door bodyshell 22 can be made visible.

(22) In the exemplary embodiment, the outer-skin module 10, in particular the installation frame 20 of the outer-skin module 10, is screwed to the door bodyshell 22 at a number of locations 33, which are called out in an expanded view in FIG. 3.

(23) The screw connection is illustrated schematically in a detail shown in FIG. 3, wherein a nut 34 of the screw connection has been designed in particular, in the form of a pierce nut and has been preassembled on the installation frame 20.

(24) In addition to the screw connection, in the exemplary embodiment illustrated, the installation frame 20 is adhesively bonded to the door bodyshell 22 all the way around. The adhesive bonding here has a sound-insulating and sealing effect and prevents moisture or dirt from being able to penetrate into the interior of the vehicle door 12.

(25) According to FIG. 3, the door bodyshell 22 is a plastic component, specifically a carbon-fiber-reinforced plastic component, which, along with low weight, has a high strength and, furthermore, can easily be produced by injection molding.

(26) As an alternative, however, it is also possible for the door bodyshell 22 to be produced from metal, in particular from aluminum or steel.

(27) The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.