JP7617448B2 - Door trim for vehicles and interior parts for vehicles - Google Patents

Description

The present invention relates to door trim for vehicles and interior parts for vehicles.

Traditionally, door trim (interior part) is provided on the inside surface of a vehicle door.

For example, Patent Document 1 discloses a door trim equipped with a trim retaining means that abuts against a door inner panel. The trim retaining means includes a seat portion integrally provided on the rear surface of the door trim and a flexible spring portion integrally formed on the tip of the seat portion.

JP 2014-205445 A

The trim retaining means is configured so that the spring hits the seat when the amount of deflection of the spring exceeds a predetermined amount (see FIG. 4 of Patent Document 1). If such a configuration is adopted, there is a risk of abnormal noise being generated when the spring hits the seat.

In view of the above background, the present invention aims to provide a door trim that can suppress the generation of abnormal noise.

In order to solve the above problems, one aspect of the present invention is a door trim (1) for a vehicle, comprising a trim main body portion (2) provided on the interior side of a door panel (P), and a stopper (23) and an elastic protrusion (24) protruding from the trim main body portion toward the exterior side of the vehicle, the stopper facing the door panel with a gap therebetween, and the elastic protrusion comprising a first abutment portion (33) that abuts against the door panel, and a second abutment portion (34) that is positioned on the interior side of the vehicle relative to the first abutment portion and abuts against the stopper.

According to this aspect, since the second abutment portion of the elastic protrusion is disposed on the vehicle interior side relative to the first abutment portion of the elastic protrusion, the portion of the elastic protrusion on the vehicle exterior side relative to the second abutment portion can be freely elastically deformed. In addition, since the elastic protrusion protrudes from the trim main body portion, the length and amount of elastic deformation (amount of deflection) of the elastic protrusion can be sufficiently ensured. This enhances the cushioning effect of the elastic protrusion and effectively suppresses the generation of abnormal noise.

In the above aspect, the stopper is provided with an abutment surface (31) that abuts against the second abutment portion, and the abutment surface may have an arc shape that bulges toward the outside of the vehicle.

According to this aspect, the contact position between the second contact portion and the contact surface can be smoothly displaced in response to the displacement of the contact position between the first contact portion and the door panel. This makes it possible to suppress the generation of abnormal noise caused by the second contact portion hitting the contact surface.

In the above aspect, the stopper and the elastic protrusion extend in an extension direction along the trim main body portion, and the width (W1) of the elastic protrusion in the extension direction may be narrower than the width (W2) of the stopper in the extension direction.

According to this aspect, the elastic protrusion can be contained within the width of the stopper, so that the elastic protrusion can be stably supported by the stopper.

In the above aspect, the stopper and the elastic protrusion extend in an extension direction along the trim main body portion, and the vehicle interior end portion (26A) of the stopper and the vehicle interior end portion (24A) of the elastic protrusion may face each other with a gap in a direction perpendicular to the extension direction.

According to this embodiment, the degree of freedom of elastic deformation of the elastic protrusion can be increased compared to when the vehicle interior end of the stopper and the vehicle interior end of the elastic protrusion are in contact with each other. This further enhances the cushioning effect of the elastic protrusion, and more effectively suppresses the generation of abnormal noise.

In the above aspect, the distance (X) between the vehicle interior end of the stopper and the vehicle interior end of the elastic protrusion may gradually become wider from one side to the other in the extension direction.

According to this embodiment, after the door trim is molded, the mold can be moved from one side to the other in the extension direction, allowing the mold and the door trim (molded product) to be easily separated.

In the above aspect, the stopper has a pair of main wall portions (26) protruding from the trim body portion toward the exterior side of the vehicle, and the exterior ends (26B) of the pair of main wall portions may be connected to each other.

According to this aspect, the elastic protrusion can be stably supported by a stopper of simple configuration.

In the above aspect, the vehicle interior end portion (26A) of each of the main wall portions may be formed to be thinner than the portions of each of the main wall portions other than the vehicle interior end portion.

This aspect makes it possible to prevent sink marks (unevenness) from occurring on the exterior surface of the trim body after the door trim is molded.

In the above aspect, each of the main wall portions extends in an extension direction along the trim body portion, and a recess (30) continuing in the extension direction may be formed on the inner surface of the vehicle interior end of each of the main wall portions.

According to this aspect, the interior end of each main wall section can be thinned with a simple configuration.

In the above aspect, each of the main wall portions extends in an extension direction along the trim body portion, and the stopper may further include a connecting wall portion (28) connecting the ends of the pair of main wall portions in the extension direction.

According to this aspect, the rigidity of the stopper can be increased, so that the elastic protrusion can be stably supported by the stopper.

In the above aspect, when the door trim is not assembled to the door panel, the elastic protrusion faces the stopper at a distance, and when the door trim is assembled to the door panel, the door panel presses the first abutment portion, causing the elastic protrusion to elastically deform, and the second abutment portion to abut against the stopper.

According to this aspect, the elastic protrusion can be stably abutted against the door panel and the stopper when the door trim is attached to the door panel. This further enhances the cushioning effect of the elastic protrusion, and more effectively suppresses the generation of abnormal noise.

In order to solve the above problems, one aspect of the present invention is an interior part (1) for a vehicle, comprising a main body portion (2) provided on the vehicle interior side of an exterior part (P), and a stopper (23) and an elastic protrusion (24) protruding from the main body portion toward the vehicle exterior side, the stopper facing the exterior part with a gap between them, and the elastic protrusion comprising a first abutment portion (33) that abuts against the exterior part, and a second abutment portion (34) that is positioned on the vehicle interior side of the first abutment portion and abuts against the stopper.

According to this aspect, since the second contact portion of the elastic protrusion is disposed closer to the vehicle interior than the first contact portion of the elastic protrusion, the portion of the elastic protrusion that is closer to the vehicle exterior than the second contact portion can be freely elastically deformed. In addition, since the elastic protrusion protrudes from the main body portion, the length and amount of elastic deformation (amount of deflection) of the elastic protrusion can be sufficiently ensured. This enhances the cushioning effect of the elastic protrusion, and effectively suppresses the generation of abnormal noise.

One aspect of the present invention is a door trim (1) for a vehicle, comprising a trim main body portion (2) provided on the interior side of a door panel (P), and a stopper (23) and an elastic protrusion (24) protruding from the trim main body portion toward the exterior side of the vehicle, the stopper facing the door panel with a gap between them, and the elastic protrusion comprising a first abutment portion (33) that abuts against the door panel, and a second abutment portion (34) that is positioned on the interior side of the vehicle relative to the first abutment portion and abuts against the stopper.

According to this aspect, since the second abutment portion of the elastic protrusion is disposed on the vehicle interior side relative to the first abutment portion of the elastic protrusion, the portion of the elastic protrusion on the vehicle exterior side relative to the second abutment portion can be freely elastically deformed. In addition, since the elastic protrusion protrudes from the trim main body portion, the length and amount of elastic deformation (amount of deflection) of the elastic protrusion can be sufficiently ensured. This enhances the cushioning effect of the elastic protrusion and effectively suppresses the generation of abnormal noise.

In the above aspect, the stopper is provided with an abutment surface (31) that abuts against the second abutment portion, and the abutment surface may have an arc shape that bulges toward the outside of the vehicle.

According to this aspect, the contact position between the second contact portion and the contact surface can be smoothly displaced in response to the displacement of the contact position between the first contact portion and the door panel. This makes it possible to suppress the generation of abnormal noise caused by the second contact portion hitting the contact surface.

In the above aspect, the stopper and the elastic protrusion extend in an extension direction along the trim main body portion, and the width (W1) of the elastic protrusion in the extension direction may be narrower than the width (W2) of the stopper in the extension direction.

According to this aspect, the elastic protrusion can be contained within the width of the stopper, so that the elastic protrusion can be stably supported by the stopper.

In the above aspect, the stopper and the elastic protrusion extend in an extension direction along the trim main body portion, and the vehicle interior end portion (26A) of the stopper and the vehicle interior end portion (24A) of the elastic protrusion may face each other with a gap in a direction perpendicular to the extension direction.

According to this embodiment, the degree of freedom of elastic deformation of the elastic protrusion can be increased compared to when the vehicle interior end of the stopper and the vehicle interior end of the elastic protrusion are in contact with each other. This further enhances the cushioning effect of the elastic protrusion, and more effectively suppresses the generation of abnormal noise.

In the above aspect, the distance (X) between the vehicle interior end of the stopper and the vehicle interior end of the elastic protrusion may gradually become wider from one side to the other in the extension direction.

According to this embodiment, after the door trim is molded, the mold can be moved from one side to the other in the extension direction, allowing the mold and the door trim (molded product) to be easily separated.

In the above aspect, the stopper has a pair of main wall portions (26) protruding from the trim body portion toward the exterior side of the vehicle, and the exterior ends (26B) of the pair of main wall portions may be connected to each other.

According to this aspect, the elastic protrusion can be stably supported by a stopper of simple configuration.

In the above aspect, the vehicle interior end portion (26A) of each of the main wall portions may be formed to be thinner than the portions of each of the main wall portions other than the vehicle interior end portion.

This aspect makes it possible to prevent sink marks (unevenness) from occurring on the exterior surface of the trim body after the door trim is molded.

In the above aspect, each of the main wall portions extends in an extension direction along the trim body portion, and a recess (30) continuing in the extension direction may be formed on the inner surface of the vehicle interior end of each of the main wall portions.

According to this aspect, the interior end of each main wall section can be thinned with a simple configuration.

In the above aspect, each of the main wall portions extends in an extension direction along the trim body portion, and the stopper may further include a connecting wall portion (28) connecting the ends of the pair of main wall portions in the extension direction.

According to this aspect, the rigidity of the stopper can be increased, so that the elastic protrusion can be stably supported by the stopper.

In the above aspect, when the door trim is not assembled to the door panel, the elastic protrusion faces the stopper at a distance, and when the door trim is assembled to the door panel, the door panel presses the first abutment portion, causing the elastic protrusion to elastically deform, and the second abutment portion to abut against the stopper.

According to this aspect, the elastic protrusion can be stably abutted against the door panel and the stopper when the door trim is attached to the door panel. This further enhances the cushioning effect of the elastic protrusion, and more effectively suppresses the generation of abnormal noise.

In order to solve the above problems, one aspect of the present invention is an interior part (1) for a vehicle, comprising a main body portion (2) provided on the vehicle interior side of an exterior part (P), and a stopper (23) and an elastic protrusion (24) protruding from the main body portion toward the vehicle exterior side, the stopper facing the exterior part with a gap between them, and the elastic protrusion comprising a first abutment portion (33) that abuts against the exterior part, and a second abutment portion (34) that is positioned on the vehicle interior side of the first abutment portion and abuts against the stopper.

According to this aspect, since the second contact portion of the elastic protrusion is disposed closer to the vehicle interior than the first contact portion of the elastic protrusion, the portion of the elastic protrusion that is closer to the vehicle exterior than the second contact portion can be freely elastically deformed. In addition, since the elastic protrusion protrudes from the main body portion, the length and amount of elastic deformation (amount of deflection) of the elastic protrusion can be sufficiently ensured. This enhances the cushioning effect of the elastic protrusion, and effectively suppresses the generation of abnormal noise.

FIG. 1 is a perspective view of a door according to a first embodiment; FIG. 1 is a schematic side view of a door trim according to a first embodiment; 3 is a cross-sectional view taken along line III-III of FIG. FIG. 1 is a perspective view of a noise suppression member according to a first embodiment; 1 is a side view of a noise suppression member according to a first embodiment; FIG. 1 is a cross-sectional view showing a state in which a pressing force is applied to a door according to a first embodiment; FIG. 1 is a cross-sectional view showing a state in which the door trim according to the first embodiment is not attached to a door panel; 1 is a cross-sectional view of a noise suppression member according to a modified example of the first embodiment; 1 is a cross-sectional view of a noise suppression member according to a modified example of the first embodiment; 1 is a cross-sectional view of a noise suppression member according to a modified example of the first embodiment; FIG. 13 is a schematic side view of a door trim according to a second embodiment. FIG. 13A is a side view of the noise suppression member according to the second embodiment; FIG. 13B is a rear view of the noise suppression member according to the second embodiment; 5A to 5C are schematic diagrams illustrating an example of a mounting structure of an abnormal noise suppression member to a trim body according to a second embodiment; FIG. 13A is a side view of the noise suppression member according to the third embodiment; FIG. 13B is a rear view of the noise suppression member according to the third embodiment; FIG. 13A is a side view of the noise suppression member according to the fourth embodiment; FIG. 13B is a rear view of the noise suppression member according to the fourth embodiment; FIG. 13 is a perspective view of a door according to a fifth embodiment; FIG. 13 is a perspective view of an armrest according to a fifth embodiment; 18-18 sectional view of FIG. 13 is a cross-sectional view of an armrest according to a modification of the fifth embodiment. 13 is a cross-sectional view of an armrest according to a modification of the fifth embodiment. 13 is a cross-sectional view of an armrest according to a modification of the fifth embodiment. FIG. 13 is a perspective view of a door according to a sixth embodiment; FIG. 13 is a perspective view of an armrest and a pull pocket body according to a sixth embodiment; 13 is a cross-sectional view of an armrest and a pull pocket according to the sixth embodiment. 13 is a perspective view of a protrusion and a receiving portion according to the sixth embodiment; 13A to 13D are schematic diagrams showing a process in which the tip of the protrusion according to the sixth embodiment slides on the receiving surface, showing (A) a state in which the tip of the protrusion and the receiving surface are close to each other, (B) a state in which the tip of the protrusion and the receiving surface are in contact, (C) a state in which the tip of the protrusion slides on the receiving surface, and (D) a state in which the tip of the protrusion abuts on the bottom surface. Schematic diagram of a groove according to the sixth embodiment. FIG. 23 is a perspective view of a protrusion according to a seventh embodiment; FIG. 23 is a perspective view of a protrusion according to an eighth embodiment; 13 is a perspective view of a protrusion and a receiving portion according to an eighth embodiment; Cross-sectional view of a door according to a ninth embodiment

Below, an embodiment of the door D and door trim 1 for a vehicle of the present invention will be described. In the following, the positional relationship is defined as the forward direction of the vehicle (automobile) in which the door D and door trim 1 are provided being "front", the backward direction being "rear", the vertical direction being "up" and "down", and the vehicle width direction being "left" and "right". In addition, the inside of the vehicle width direction (left-right direction) is defined as the "inside of the vehicle", and the outside of the vehicle width direction (left-right direction) is defined as the "outside of the vehicle".

First Embodiment
First, a door D according to a first embodiment of the present invention will be described. The door D is disposed along a side surface of a vehicle and is provided so as to be openable and closable. As shown in Fig. 1, the door D includes a door trim 1 (an example of an interior part) and a door panel P (an example of an exterior part).

<Door Trim 1>
As shown in Fig. 1, the door trim 1 according to the first embodiment has a trim main body 2 (one example of a main body) provided on the vehicle interior side of a metal (e.g., iron) door panel P. The trim main body 2 has a main surface 3 facing in the vehicle width direction, and an edge 4 corresponding to the periphery of the main surface 3. The edge 4 extends from an end of the main surface 3 toward the vehicle exterior. The vehicle exterior end of the edge 4 abuts against the door panel P, and is attached to the door panel P via a fastening member such as a clip. The door trim 1 is formed from resin.

The door trim 1 has an armrest 6 that bulges from the trim main body 2 toward the vehicle interior and has an armrest upper wall 7 with an up-down surface and an armrest side wall 8 that extends downward from the end of the armrest upper wall 7 on the vehicle interior side. The armrest 6 bulges from the middle part in the up-down direction of the main surface 3. The armrest 6 functions as an armrest on which the occupant can place their arm.

The armrest upper wall 7 extends substantially horizontally from the main surface portion 3 toward the inside of the vehicle. The rear end of the armrest side wall 8 is inclined toward the outside of the vehicle and faces rearward. A switch portion 9 is provided in front of the armrest upper wall 7 to allow the occupant to open and close the window, etc. The armrest 6 has a built-in heater 10 composed of an electric heating wire or the like.

The door trim 1 has a box shape that opens upward and a pull pocket body 13 that defines a pull pocket space 14 recessed downward from the upper wall 7 of the armrest. The pull pocket body 13 functions as a gripping portion that is grasped by the occupant when opening and closing the door D. The pull pocket body 13 is made of resin.

With reference to Figure 2, a speaker grill 16 is provided on the front lower part of the trim main body 2. The speaker grill 16 covers the interior side of the speaker 17. A protector 18 is disposed on the exterior side of the rear lower part of the trim main body 2. The protector 18 is made of a synthetic resin material such as polypropylene, and absorbs impacts applied to the door panel P in the event of a side collision of the vehicle. A door handle 19 is provided on the upper part of the trim main body 2 for opening and closing the door D from the interior side of the vehicle. Note that the door handle 19 is not shown in Figure 1.

<Noise suppression member 21>
2, two noise suppression members 21 are provided at an interval in the front-rear direction on an upper portion of the rear surface 2A (surface facing the vehicle exterior) of the trim main body 2. As described later, the two noise suppression members 21 have a function of suppressing the generation of noise caused by vibrations while the vehicle is traveling or vibrations when the door is opened and closed. Note that, in other embodiments, only one noise suppression member 21 may be provided on the trim main body 2, or three or more noise suppression members 21 may be provided on the trim main body 2. Below, each noise suppression member 21 will be described based on a state in which the door trim 1 is assembled to the door panel P (see FIG. 1).

2, each noise suppression member 21 is disposed above the speaker grill 16 and protector 18 and below the door handle 19. In other words, each noise suppression member 21 is disposed so as to avoid the speaker grill 16, protector 18, and door handle 19. Each noise suppression member 21 is preferably disposed so as to avoid the heater 10 built into the armrest 6. One or both noise suppression members 21 may be disposed on the vehicle interior side (back side) of the pull pocket body 13.

3 to 5, each noise suppression member 21 includes a stopper 23 and an elastic protrusion 24 arranged to overlap the stopper 23 from the front side. In other embodiments, the elastic protrusion 24 may be arranged to overlap the stopper 23 from the rear side, the top side, or the bottom side. In other words, the stopper 23 and the elastic protrusion 24 may be aligned in the front-to-rear direction or the top-to-bottom direction.

The stopper 23 of each noise suppression member 21 protrudes from the rear surface 2A of the trim main body 2 toward the outside of the vehicle and faces the door panel P at a distance. The stopper 23 is formed integrally with the trim main body 2 using the same material as the trim main body 2. Note that in other embodiments, the stopper 23 may be formed using a material different from that of the trim main body 2, or may be formed separately from the trim main body 2. The stopper 23 is substantially semi-cylindrical and extends in the vertical direction (one example of the extension direction along the trim main body 2).

The stopper 23 has a pair of main wall portions 26 (the front main wall portion 26 and the rear main wall portion 26) extending in the vertical direction, and a connecting wall portion 28 extending in the front-rear direction and connecting the lower ends (the vertical ends) of the pair of main wall portions 26. Note that in other embodiments, the stopper 23 may have only the pair of main wall portions 26.

A pair of main wall portions 26 of the stopper 23 protrude from the rear surface 2A of the trim body portion 2 toward the vehicle exterior. Each main wall portion 26 is curved so as to bulge toward the vehicle exterior and is inclined toward the front-rear center line C of the stopper 23 toward the vehicle exterior. A vertically continuous recess 30 is formed on the inner surface of the vehicle interior end 26A of each main wall portion 26 (which also corresponds to the vehicle interior end of the entire stopper 23). Therefore, the vehicle interior end 26A of each main wall portion 26 is formed thinner than the parts other than the vehicle interior end 26A of each main wall portion 26. The vehicle exterior end 26B of each main wall portion 26 (which also corresponds to the vehicle exterior end of the entire stopper 23) is connected to each other at a position overlapping the vehicle front-rear center line C of the stopper 23. An abutment surface 31 is provided on the outer surface of the front main wall portion 26. The abutment surface 31 has an arc shape that bulges toward the vehicle exterior.

The connecting wall portion 28 of the stopper 23 protrudes from the rear surface 2A of the trim body portion 2 toward the outside of the vehicle. The connecting wall portion 28 closes the lower end of the space S (i.e., the internal space of the stopper 23) formed between the pair of main wall portions 26.

The elastic protrusion 24 of each noise suppression member 21 is disposed adjacent to the stopper 23. The elastic protrusion 24 protrudes from the rear surface 2A of the trim main body 2 toward the exterior side of the vehicle. The elastic protrusion 24 is inclined toward the rear side (the stopper 23 side) toward the exterior side of the vehicle. The elastic protrusion 24 is formed integrally with the trim main body 2 from the same material as the trim main body 2. Note that in other embodiments, the elastic protrusion 24 may be formed separately from the trim main body 2, or may be formed from a material different from that of the trim main body 2.

The elastic protrusion 24 is thin and extends in the vertical direction (an example of an extension direction along the trim body 2). The width W1 of the elastic protrusion 24 in the vertical direction is narrower than the width W2 of the stopper 23 in the vertical direction. The elastic protrusion 24 has spring properties and is arranged to be elastically deformable.

The interior end 24A of the elastic protrusion 24 faces the interior end 26A of the front main wall portion 26 of the stopper 23 at a distance in the front-rear direction (direction perpendicular to the up-down direction). The interior end 24A of the elastic protrusion 24 is slightly inclined forward and upward. Therefore, the opposing distance X between the interior end 26A of the front main wall portion 26 of the stopper 23 and the interior end 24A of the elastic protrusion 24 gradually becomes wider from the lower side (one side in the up-down direction) to the upper side (the other side in the up-down direction).

A first abutment portion 33 is provided on the outer end portion 24B of the elastic protrusion 24. The first abutment portion 33 abuts against the inner surface of the door panel P and is pressed against the inner surface of the door panel P. This causes the elastic protrusion 24 to elastically deform. The first abutment portion 33 does not abut against the stopper 23 and is capable of elastic deformation. In other words, the first abutment portion 33 is a free end. The first abutment portion 33 is located further outboard than the outer end portion of the protector 18.

The elastic protrusion 24 is provided with a second abutment portion 34 located on the vehicle interior side of the first abutment portion 33. When the elastic protrusion 24 is in an elastically deformed state (see FIG. 3), the second abutment portion 34 abuts against an abutment surface 31 of the front main wall portion 26 of the stopper 23 (hereinafter referred to as the "abutment surface 31 of the stopper 23"). The abutment position between the second abutment portion 34 and the abutment surface 31 of the stopper 23 is located on the vehicle interior side of the vehicle exterior end portion 26B of each main wall portion 26 of the stopper 23 (which also corresponds to the vehicle exterior end portion of the entire stopper 23).

<Noise suppression effect of each noise suppression member 21>
Next, the noise suppression effect of each noise suppression member 21 will be described with reference to Fig. 3 and Fig. 6. Fig. 3 shows a state in which no pressing force is acting on the door D from the inside to the outside of the vehicle. Hereinafter, the position of the elastic protrusion 24 in this state will be referred to as the "first position." Fig. 6 shows a state in which a pressing force is acting on the door D from the inside to the outside of the vehicle. Hereinafter, the position of the elastic protrusion 24 in this state will be referred to as the "second position."

6, when vibrations occur due to the vehicle traveling or the opening and closing of the door D, and a pressing force acts on the door D from the inside to the outside of the vehicle, the first abutment portion 33 of the elastic protrusion 24 is pressed toward the inside of the vehicle by the door panel P. Accordingly, the elastic protrusion 24 elastically deforms from the first position to the second position. In particular, the portion of the elastic protrusion 24 that is on the outside of the vehicle relative to the second abutment portion 34 elastically deforms significantly while maintaining a distance from the abutment surface 31 of the stopper 23. Accordingly, the length of the elastic protrusion 24 in the vehicle width direction decreases from L1 to L2, and the abutment position between the abutment surface 31 of the stopper 23 and the second abutment portion 34 of the elastic protrusion 24 moves toward the outside of the vehicle (in other words, the second abutment portion 34 of the elastic protrusion 24 moves toward the tip side of the elastic protrusion 24).

3, when the pressing force on the door D from the inside to the outside of the vehicle is released, the elastic protrusion 24 elastically returns from the second position to the first position. Accordingly, the length of the elastic protrusion 24 in the vehicle width direction increases from L2 to L1, and the contact position between the contact surface 31 of the stopper 23 and the second contact portion 34 of the elastic protrusion 24 moves toward the inside of the vehicle (in other words, the second contact portion 34 of the elastic protrusion 24 moves toward the base end of the elastic protrusion 24).

As described above, the elastic protrusion 24 elastically deforms while maintaining contact with the door panel P. This reduces the impact caused by the pressing force on the door D from the inside to the outside of the vehicle, thereby suppressing the generation of abnormal noise.

<How to assemble door D>
Next, an example of a method for assembling the door D will be described.

When assembling the door D, first, the door trim 1 configured as described above is placed so as to face the door panel P. Next, the edge portion 4 of the trim main body portion 2 of the door trim 1 is abutted against the door panel P and attached to the door panel P with a fastening member such as a clip. This attaches the door trim 1 to the door panel P, completing the assembly of the door D.

7, when the door trim 1 is not attached to the door panel P, the elastic protrusion 24 is not elastically deformed and faces the stopper 23 at a distance. In other words, the second abutment portion 34 of the elastic protrusion 24 does not abut against the abutment surface 31 of the stopper 23.

3, when the door trim 1 is attached to the door panel P, the door panel P presses the first contact portion 33 of the elastic protrusion 24 toward the inside of the vehicle, causing the elastic protrusion 24 to elastically deform. As a result, the second contact portion 34 of the elastic protrusion 24 contacts the contact surface 31 of the stopper 23.

Effects of the First Embodiment
In the door trim 1 as described above, if the outer end 24B of the elastic protrusion 24 is sandwiched between the stopper 23 and the door panel P, the elastic protrusion 24 cannot be freely elastically deformed, and there is a risk that the cushioning effect of the elastic protrusion 24 will be reduced. In contrast, in the first embodiment described above, the second abutment portion 34 of the elastic protrusion 24 is disposed on the inner side of the vehicle than the first abutment portion 33 of the elastic protrusion 24, so that the portion of the elastic protrusion 24 that is on the outer side of the vehicle than the second abutment portion 34 can be freely elastically deformed. Therefore, the cushioning effect of the elastic protrusion 24 can be enhanced, and the generation of abnormal noise can be effectively suppressed.

Furthermore, in the door trim 1 as described above, if the elastic protrusion 24 protrudes from the stopper 23, the length and elastic deformation (deflection) of the elastic protrusion 24 may be insufficient, and the cushioning effect of the elastic protrusion 24 may be reduced. In contrast, in the first embodiment described above, since the elastic protrusion 24 protrudes from the trim main body 2, the length and elastic deformation (deflection) of the elastic protrusion 24 can be sufficiently secured. This enhances the cushioning effect of the elastic protrusion 24 and effectively suppresses the generation of abnormal noise.

In addition, the contact surface 31 of the stopper 23 has an arc shape that bulges outward toward the vehicle exterior. By adopting this configuration, the contact position between the second contact portion 34 and the contact surface 31 can be smoothly displaced in response to the displacement of the contact position between the first contact portion 33 and the door panel P. This makes it possible to suppress the generation of abnormal noise caused by the second contact portion 34 hitting the contact surface 31.

In addition, the width W1 of the elastic protrusion 24 in the vertical direction is narrower than the width W2 of the stopper 23 in the vertical direction. By adopting such a configuration, the elastic protrusion 24 can be contained within the width of the stopper 23, so that the stopper 23 can stably support the elastic protrusion 24.

In addition, the vehicle interior end 26A of the front main wall portion 26 of the stopper 23 and the vehicle interior end 24A of the elastic protrusion 24 face each other with a gap in the front-rear direction. By adopting such a configuration, the degree of freedom of elastic deformation of the elastic protrusion 24 can be increased compared to when the vehicle interior end 26A of the front main wall portion 26 of the stopper 23 and the vehicle interior end 24A of the elastic protrusion 24 are in contact. Therefore, the cushioning effect of the elastic protrusion 24 can be further increased, and the generation of abnormal noise can be more effectively suppressed.

In addition, the distance X between the vehicle interior end 26A of the front main wall portion 26 of the stopper 23 and the vehicle interior end 24A of the elastic projection 24 gradually increases from the bottom to the top. By adopting this configuration, the die can be moved from the bottom to the top after the door trim 1 has been molded (see arrow Y in Figure 5), making it easy to separate the die and the door trim 1 (molded product).

The stopper 23 also has a pair of main wall portions 26, and the vehicle exterior ends 26B of the pair of main wall portions 26 are connected to each other. By adopting such a configuration, the elastic protrusion 24 can be stably supported by the stopper 23 with a simple configuration.

In addition, the vehicle interior end 26A of each main wall portion 26 is formed to be thinner than the remaining portion of each main wall portion 26. By adopting such a configuration, it is possible to prevent sink marks (irregularities) from occurring on the vehicle exterior surface of the trim body portion 2 after the door trim 1 is molded.

In addition, a vertically continuous recess 30 is formed on the inner surface of the interior end 26A of each main wall portion 26. By adopting such a configuration, it is possible to thin the interior end 26A of each main wall portion 26 with a simple configuration.

The stopper 23 further includes a connecting wall portion 28 that connects the lower ends of the pair of main wall portions 26. By adopting such a configuration, the rigidity of the stopper 23 can be increased, so that the stopper 23 can stably support the elastic protrusion 24.

Furthermore, when the door trim 1 is not attached to the door panel P, the elastic protrusion 24 faces the stopper 23 at a distance. On the other hand, when the door trim 1 is attached to the door panel P, the door panel P presses the first abutment portion 33, causing the elastic protrusion 24 to elastically deform, and the second abutment portion 34 abuts against the abutment surface 31 of the stopper 23. By adopting such a configuration, when the door trim 1 is attached to the door panel P, the elastic protrusion 24 can be stably abutted against the door panel P and the stopper 23. This further enhances the cushioning effect of the elastic protrusion 24, making it possible to more effectively suppress the generation of abnormal noise.

<Modification of the First Embodiment>
As shown in Fig. 3, in the first embodiment, the interior end 24A of the elastic protrusion 24 and the interior end 26A of the front main wall portion 26 of the stopper 23 face each other with a gap between them. On the other hand, as shown in Fig. 8, in another embodiment, the interior end 24A of the elastic protrusion 24 and the interior end 26A of the front main wall portion 26 of the stopper 23 may be in contact with each other.

As shown in Fig. 3, in the first embodiment, a pair of main wall portions 26 of the stopper 23 are curved so as to bulge toward the outside of the vehicle. On the other hand, as shown in Fig. 9, in another embodiment, the front main wall portion 26 of the stopper 23 (the main wall portion 26 facing the inside portion of the elastic protrusion 24) may be curved so as to bulge toward the outside of the vehicle, and the rear main wall portion 26 of the stopper 23 (the main wall portion 26 opposite the inside portion of the elastic protrusion 24) may extend linearly in the vehicle width direction.

As shown in Figure 3, in the first embodiment, the stopper 23 has a substantially semi-cylindrical shape. On the other hand, as shown in Figure 10, in other embodiments, the stopper 23 may have a rectangular frame shape.

In addition, the shape of the stopper 23 may be any shape as long as the elastic protrusion 24 can be abutted against the stopper 23. For example, in the first embodiment, the stopper 23 is hollow, but in other embodiments, the stopper 23 does not have to be hollow. Similarly, the shape of the elastic protrusion 24 may be any shape as long as the elastic protrusion 24 can be elastically deformed. For example, in the first embodiment, the elastic protrusion 24 is thin plate-shaped, but in other embodiments, the elastic protrusion 24 may be in a shape other than a thin plate (for example, a rod shape).

Second Embodiment
Next, a door trim 41 (an example of an interior part) according to a second embodiment of the present invention will be described. Note that descriptions that overlap with those of the first embodiment will be omitted as appropriate.

<Noise suppression member 43>
11, two noise suppression members 43 are provided at a distance from each other in the front-rear direction on an upper portion of the rear surface 2A (surface facing the vehicle exterior) of the trim main body 2. As described later, the two noise suppression members 43 have a function of suppressing the generation of noise caused by vibrations while the vehicle is traveling or vibrations when the doors are opened and closed. Note that, in other embodiments, only one noise suppression member 43 may be provided on the trim main body 2, or three or more noise suppression members 43 may be provided on the trim main body 2.

Referring to FIG. 11, each noise suppression member 43 is formed from a resin material such as polypropylene. Each noise suppression member 43 is disposed above the speaker grill 16 and the protector 18 and below the door handle 19. In other words, each noise suppression member 43 is disposed so as to avoid the speaker grill 16, the protector 18, and the door handle 19. Each noise suppression member 43 is preferably disposed so as to avoid the heater 10 built into the armrest 6. One or both noise suppression members 43 may be disposed on the vehicle interior side (back side) of the pull pocket body 13.

Referring to Figures 12 (A) and 12 (B), each noise suppression member 43 has a base portion 44 and a plurality of elastic abutment portions 45 supported by the base portion 44.

The base portion 44 of each noise suppression member 43 protrudes from the rear surface 2A of the trim main body 2 toward the outside of the vehicle. The base portion 44 is formed separately from the rear surface 2A of the trim main body 2. In other embodiments, the base portion 44 may be formed integrally with the rear surface 2A of the trim main body 2. The base portion 44 has a cylindrical shape extending in the vehicle width direction.

The multiple elastic abutment portions 45 of each noise suppression member 43 are formed integrally with the base portion 44. In other embodiments, the multiple elastic abutment portions 45 may be formed separately from the base portion 44. The multiple elastic abutment portions 45 are contained within the contour of the base portion 44 when viewed in the vehicle width direction. The multiple elastic abutment portions 45 protrude from the vehicle exterior end of the base portion 44 toward the radially inward direction of the base portion 44. The multiple elastic abutment portions 45 are arranged at intervals in the circumferential direction of the base portion 44. The multiple elastic abutment portions 45 are arranged radially around the axis 44A of the base portion 44.

Each elastic abutment portion 45 is inclined toward the outside of the vehicle toward the tip side (the radial inner side of the base portion 44). Therefore, the tip portion 45A of each elastic abutment portion 45 is located on the outside of the vehicle from the base end portion 45B of each elastic abutment portion 45 and the base portion 44. The tip portion 45A of each elastic abutment portion 45 is located on the outside of the vehicle from the outer end portion of the protector 18. When the door trim 41 is assembled to the door panel P, the tip portion 45A of each elastic abutment portion 45 faces the inner surface of the door panel P at a distance. In other embodiments, when the door trim 41 is assembled to the door panel P, the tip portion 45A of each elastic abutment portion 45 may abut the inner surface of the door panel P. The width of each elastic abutment portion 45 gradually narrows toward the tip side. Therefore, the width of the tip end 45A of each elastic contact portion 45 is narrower than the width of the base end 45B of each elastic contact portion 45.

<Noise suppression effect of each noise suppression member 43>
When vibrations occur due to the vehicle running or the opening and closing of the door D, and a pressing force acts on the door D from the inside to the outside of the vehicle, the tip end 45A of each elastic abutment portion 45 abuts against the door panel P, and each elastic abutment portion 45 is elastically deformed. This reduces the impact caused by the pressing force on the door D from the inside to the outside of the vehicle, and suppresses the generation of abnormal noise.

When no pressing force is applied to the door D from the inside to the outside of the vehicle, the base portion 44 faces the door panel P at a predetermined distance. On the other hand, when pressing force is applied to the door D from the inside to the outside of the vehicle, causing each elastic abutment portion 45 to elastically deform a predetermined amount, the base portion 44 abuts against the door panel P. This restricts the elastic deformation of each elastic abutment portion 45.

<Attachment structure of each noise suppression member 43 to the trim main body portion 2>
13A , in a first example of the mounting structure for each noise suppression member 43 to the trim main body 2, a fitting protrusion 47 formed integrally with a base portion 44 of each noise suppression member 43 fits into a fitting hole 48 of the trim main body 2. In this way, each noise suppression member 43 is mounted to the trim main body 2.

Referring to FIG. 13(B), in a second example of the mounting structure of each noise suppression member 43 to the trim main body 2, the base portion 44 and the mounting plate 50 of each noise suppression member 43 are connected via a hinge 51. The base portion 44, the mounting plate 50, and the hinge 51 are integrally formed of the same material (e.g., a resin material). A first fitting protrusion 52 is integrally formed on one side of the mounting plate 50, and a second fitting protrusion 53 is integrally formed on the other side of the mounting plate 50. The first fitting protrusion 52 fits into the first fitting hole 54 of the base portion 44, and the second fitting protrusion 53 fits into the second fitting hole 55 of the trim main body 2. With this structure, each noise suppression member 43 is attached to the trim main body 2.

Referring to FIG. 13(C), in a third example of the mounting structure of each noise suppression member 43 to the trim main body 2, the base portion 44 of each noise suppression member 43 and the trim main body 2 are connected via a hinge 57. The base portion 44, the trim main body 2, and the hinge 57 are integrally formed from the same material (e.g., a resin material). A fitting protrusion 58 is integrally formed on the base portion 44, and the fitting protrusion 58 fits into a fitting hole 59 in the trim main body 2. In this way, each noise suppression member 43 is mounted to the trim main body 2.

As described above, each noise suppression member 43 may be formed separately from the trim main body portion 2 (see the first and second examples of the mounting structure described above), or may be formed integrally with the trim main body portion 2 (see the third example of the mounting structure described above).

Effects of the Second Embodiment
The door trim 41 for a vehicle according to the second embodiment includes a trim main body 2 provided on the vehicle inner side of a door panel P, a base portion 44 protruding from the trim main body 2 toward the vehicle outer side, and a plurality of elastic abutment portions 45 supported by the base portion 44 and elastically deformed by abutting against the door panel P, and the plurality of elastic abutment portions 45 are contained within the contour of the base portion 44 when viewed in the vehicle width direction. As described above, the plurality of elastic abutment portions 45 abut against the door panel P and elastically deform, thereby enhancing the cushioning effect and effectively suppressing the generation of abnormal noise. In addition, since the plurality of elastic abutment portions 45 are contained within the contour of the base portion 44 as described above, the plurality of elastic abutment portions 45 can be suppressed from becoming large. In addition, by attaching the resin-made abnormal noise suppression member 43 to the trim main body 2, the attachment of the abnormal noise suppression member 43 to the trim main body 2 can be facilitated and productivity can be improved compared to the case where the abnormal noise suppression member 43 formed of nonwoven fabric is attached to the trim main body 2. Furthermore, by changing the thickness of the multiple elastic contact portions 45, the cushioning function of each noise suppression member 43 can be easily adjusted.

In addition, the base portion 44 is cylindrical, and the multiple elastic abutment portions 45 protrude from the base portion 44 toward the radial inside of the base portion 44, and are arranged radially around the axis 44A of the base portion 44. By adopting such a configuration, it is possible to enhance the cushioning effect with a simple configuration, and to more effectively suppress the generation of abnormal noise.

Third Embodiment
Next, two noise suppression members 61 according to a third embodiment of the present invention will be described. Note that descriptions that overlap with the second embodiment will be omitted as appropriate.

Referring to Figures 14 (A) and 14 (B), each noise suppression member 61 has a base portion 62 and a plurality of elastic abutment portions 63 supported by the base portion 62.

The base portion 62 of each noise suppression member 61 protrudes from the rear surface 2A of the trim main body 2 toward the outside of the vehicle. The base portion 62 is formed separately from the rear surface 2A of the trim main body 2. In other embodiments, the base portion 62 may be formed integrally with the rear surface 2A of the trim main body 2. The base portion 62 has a rectangular cylindrical shape extending in the vehicle width direction.

The base portion 62 includes a pair of support walls 65 (front support wall portion 65 and rear support wall portion 65) extending in the up-down direction, and a pair of connecting walls 66 (upper connecting wall portion 66 and lower connecting wall portion 66) extending in the front-rear direction and connecting the upper and lower ends of the pair of support walls 65. In other embodiments, the base portion 62 may include only the pair of support walls 65. In other words, the base portion 62 does not necessarily have to be formed in a rectangular tube shape.

The pair of support walls 65 of the base portion 62 face each other at a distance in the front-rear direction. The pair of support walls 65 are arranged to sandwich each elastic abutment portion 63 from both the front and rear sides when viewed in the vehicle width direction. Note that in other embodiments, the pair of support walls 65 may be arranged to sandwich each elastic abutment portion 63 from both the top and bottom sides when viewed in the vehicle width direction.

The pair of connecting walls 66 of the base portion 62 face each other at a distance in the vertical direction. The pair of connecting walls 66 are arranged to sandwich each elastic abutment portion 63 from both the top and bottom when viewed in the vehicle width direction. Note that in other embodiments, the pair of connecting walls 66 may be arranged to sandwich each elastic abutment portion 63 from both the front and rear when viewed in the vehicle width direction.

The multiple elastic abutment portions 63 of each noise suppression member 61 are formed integrally with the base portion 62. In other embodiments, the multiple elastic abutment portions 63 may be formed separately from the base portion 62. The multiple elastic abutment portions 63 are contained within the contour of the base portion 62 when viewed in the vehicle width direction. The multiple elastic abutment portions 63 are aligned in the vertical direction.

Each elastic abutment portion 63 has a pair of abutment pieces 68. Each abutment piece 68 extends from the outer end of each support wall portion 65 of the base portion 62 toward the longitudinal centerline Y of the base portion 62. The tip end 68A of one abutment piece 68 faces the tip end 68A of the other abutment piece 68 at a distance in the longitudinal direction. The vertical width of each abutment piece 68 is constant from the base end side to the tip end side. Therefore, the vertical width of the tip end 68A of each abutment piece 68 is equal to the vertical width of the base end 68B of each abutment piece 68.

Each abutment piece 68 is inclined toward the outside of the vehicle toward the tip side (the front-rear center line Y side of the base portion 62). Therefore, the tip portion 68A of each abutment piece 68 is located on the outside of the vehicle from the base end portion 68B of each abutment piece 68 and the base portion 62. The tip portion 68A of each abutment piece 68 is located on the outside of the vehicle from the outside end portion of the protector 18. When the door trim 41 is assembled to the door panel P, the tip portion 68A of each abutment piece 68 faces the inside surface of the door panel P at a distance. Note that in other embodiments, when the door trim 41 is assembled to the door panel P, the tip portion 68A of each abutment piece 68 may abut against the inside surface of the door panel P. The degree of inclination of each abutment piece 68 toward the outside of the vehicle differs for each elastic abutment portion 63. For example, the degree of inclination of each abutment piece 68 toward the vehicle exterior is greatest at the elastic abutment portion 63 in the vertical center and least at the elastic abutment portions 63 at both vertical ends.

<Effects of the Third Embodiment>
The door trim 41 for a vehicle according to the third embodiment includes a trim main body 2 provided on the vehicle inner side of a door panel P, a base portion 62 protruding from the trim main body 2 toward the vehicle outer side, and a plurality of elastic abutment portions 63 supported by the base portion 62 and elastically deformed by abutting against the door panel P, and the plurality of elastic abutment portions 63 are contained within the contour of the base portion 62 when viewed in the vehicle width direction. As described above, the plurality of elastic abutment portions 63 abut against the door panel P and elastically deform, thereby enhancing the cushioning effect and effectively suppressing the generation of abnormal noise. In addition, since the plurality of elastic abutment portions 63 are contained within the contour of the base portion 62 as described above, the plurality of elastic abutment portions 63 can be prevented from becoming large.

In addition, the base portion 62 has a pair of support wall portions 65 extending in the up-down direction (a first direction perpendicular to the vehicle width direction), and the multiple elastic abutment portions 63 have a pair of abutment pieces 68 extending from each support wall portion 65 toward the front-rear center line Y of the base portion 62 (a center line in a second direction perpendicular to the vehicle width direction and the first direction). By adopting such a configuration, it is possible to enhance the cushioning effect with a simple configuration and more effectively suppress the generation of abnormal noise.

Fourth Embodiment
Next, two noise suppression members 71 according to a fourth embodiment of the present invention will be described. Note that descriptions that overlap with the second embodiment will be omitted as appropriate.

Referring to Figures 15 (A) and 15 (B), each noise suppression member 71 has a base portion 72 and an elastic abutment portion 73 supported by the base portion 72.

The base portion 72 of each noise suppression member 71 protrudes from the rear surface 2A of the trim main body 2 toward the outside of the vehicle. The base portion 72 is formed separately from the rear surface 2A of the trim main body 2. In other embodiments, the base portion 72 may be formed integrally with the rear surface 2A of the trim main body 2. The base portion 72 has a cylindrical shape extending in the vehicle width direction.

The elastic abutment portion 73 of each noise suppression member 71 is formed integrally with the base portion 72. In other embodiments, the elastic abutment portion 73 may be formed separately from the base portion 72. The elastic abutment portion 73 is contained within the contour of the base portion 72 when viewed in the vehicle width direction.

The elastic abutment portion 73 includes an elastic piece 75 that is disposed radially inward of the base portion 72 at a distance from the base portion 72, and a pair of connecting pieces 76 that connect the base portion 72 and the elastic piece 75. In other embodiments, the elastic abutment portion 73 may include only one connecting piece 76, or may include three or more connecting pieces 76. In still other embodiments, the elastic abutment portion 73 may not include the connecting piece 76, and the base portion 72 and the elastic piece 75 may be directly connected.

The elastic piece 75 of the elastic abutment portion 73 is formed in a spiral shape (spiral shape) centered on the axis 72A of the base portion 72 when viewed in the vehicle width direction. The elastic piece 75 is inclined toward the outside of the vehicle toward the tip side (the radially inner side of the base portion 72). Therefore, the tip portion 75A of the elastic piece 75 is located on the outside of the vehicle than the base end portion 75B of the elastic piece 75, each connecting piece 76, and the base portion 72. The tip portion 75A of the elastic piece 75 is located on the outside of the vehicle than the outer end portion of the protector 18. When the door trim 41 is assembled to the door panel P, the tip portion 75A of the elastic piece 75 faces the inner surface of the door panel P at a distance. In other embodiments, when the door trim 41 is assembled to the door panel P, the tip portion of the elastic piece 75 may abut against the inner surface of the door panel P.

A pair of connecting pieces 76 of the elastic abutment portion 73 are arranged on opposite sides of the axis 72A of the base portion 72. Each connecting piece 76 extends along the radial direction of the base portion 72. Each connecting piece 76 connects the outer end of the base portion 72 to the base end 75B of the elastic piece 75.

Effects of the Fourth Embodiment
The door trim 41 for a vehicle according to the fourth embodiment includes a trim main body 2 provided on the vehicle inner side of a door panel P, a base portion 72 protruding from the trim main body 2 toward the vehicle outer side, and an elastic abutment portion 73 supported by the base portion 72 and elastically deformed in contact with the door panel P, the elastic abutment portion 73 being contained within the contour of the base portion 72 when viewed in the vehicle width direction. As described above, the elastic abutment portion 73 is elastically deformed in contact with the door panel P, thereby enhancing the cushioning effect and effectively suppressing the generation of abnormal noise. In addition, since the elastic abutment portion 73 is contained within the contour of the base portion 72 as described above, the elastic abutment portion 73 is prevented from becoming large.

In addition, the base portion 72 is cylindrical, and the elastic abutment portion 73 includes an elastic piece 75 disposed radially inside the base portion 72, and the elastic piece 75 is spiral-shaped with the axis 72A of the base portion 72 as the center when viewed in the vehicle width direction. By adopting such a configuration, it is possible to enhance the cushioning effect with a simple configuration and more effectively suppress the generation of abnormal noise.

In each of the first to fourth embodiments described above, only one type of noise suppression member is used. On the other hand, in other embodiments, multiple types of noise suppression members may be used depending on the location of the door trim 1.

In the above first to fourth embodiments, the door trim 1 is an example of an interior part, and the door panel P is an example of an exterior part. On the other hand, in other embodiments, a part other than the door trim 1 may be an example of an interior part, and a part other than the door panel P may be an example of an exterior part. In other words, the present invention can be widely applied not only to the door D, but also to parts other than the door D on the side of the vehicle body (for example, supports such as B-pillars).

Fifth Embodiment
Next, an armrest 81 according to a fifth embodiment of the present invention will be described. Note that descriptions that overlap with those of the first embodiment will be omitted as appropriate.

<Armrest 81>
16, the armrest 81 bulges out from the middle in the up-down direction of the main surface portion 3 of the trim main body portion 2. The armrest 81 functions as an armrest on which an occupant can place his/her arm. The armrest 81 extends in the front-rear direction.

17 and 18, the armrest 81 includes a resin base material 82, a skin 83 that covers the surface (the surface facing the vehicle interior) of the base material 82, and a pair of hooks 84 (an upper hook 84 and a lower hook 84) that are attached to the skin 83. Note that in other embodiments, the armrest 81 may include only one hook 84, or may include three or more hooks 84.

The base material 82 of the armrest 81 has a long shape in the front-rear direction. The base material 82 has an upper wall portion 86 extending in the vehicle width direction, and a side wall portion 87 extending downward from the vehicle interior end of the upper wall portion 86. A recess 88 is formed in the front of the upper wall portion 86. Therefore, the left-right width of the front of the upper wall portion 86 is narrower than the left-right width of the rear of the upper wall portion 86. A plurality of engagement protrusions 90 are aligned in the front-rear direction on the back surface (lower surface) of the front part of the upper wall portion 86. A pair of bosses 91 protrude from the back surface (outer surface) of both front and rear ends of the side wall portion 87.

The skin 83 of the armrest 81 has a long shape in the front-to-rear direction and covers the surface of the base material 82. A plurality of engagement holes 93 are lined up in the front-to-rear direction at the front of the skin 83. The plurality of engagement holes 93 engage with a plurality of engagement protrusions 90 on the upper wall portion 86 of the base material 82. Both front and rear ends of the skin 83 are folded back at both front and rear ends of the base material 82 to reach the rear surface of the base material 82. A pair of mounting holes 94 is provided at both front and rear ends of the skin 83. The pair of mounting holes 94 engage with a pair of bosses 91 on the side wall portion 87 of the base material 82.

The pair of hooks 84 of the armrest 81 are J-shaped. The pair of hooks 84 are attached to both widthwise sides of the skin 83. The upper hook 84 engages with the outer-vehicle edge 86A of the rear part of the upper wall portion 86 of the base material 82. The lower hook 84 engages with the lower edge 87A of the side wall portion 87 of the base material 82.

<Attachment of the skin 83 to the substrate 82>
When attaching the skin 83 to the base material 82, first, the skin 83 is placed over the surface of the base material 82. Next, both front and rear ends of the skin 83 are folded back at both front and rear ends of the base material 82, and a pair of mounting holes 94 of the skin 83 are engaged with a pair of bosses 91 of the base material 82. Next, the multiple engagement holes 93 of the skin 83 are engaged with the multiple engagement protrusions 90 of the base material 82. Next, the upper hook 84 is engaged with the outer-vehicle edge portion 86A of the rear part of the upper wall portion 86 of the base material 82, and the lower hook 84 is engaged with the lower edge portion 87A of the side wall portion 87 of the base material 82. This completes the attachment of the skin 83 to the base material 82.

Effects of the Fifth Embodiment
The armrest 81 according to the fifth embodiment includes a base material 82, a skin 83 covering the surface of the base material 82, and at least one hook 84 (engagement member) attached to the skin 83. The hook 84 engages with the base material 82, thereby attaching the skin 83 to the base material 82. By adopting such a configuration, the skin 83 can be attached to the base material 82 without using adhesive. Therefore, the number of steps required for attaching the skin 83 to the base material 82 can be reduced, and the burden on the environment can be reduced. In addition, since a complicated adhesion process is not required, the attachment process of the skin 83 to the base material 82 can be simplified, and the occurrence of variations in the finish of the product (i.e., the armrest 81) can be suppressed.

In this embodiment, in particular, a pair of hooks 84 attached to the skin 83 engage with a pair of edges of the base material 82, thereby attaching the skin 83 to the base material 82. By adopting such a configuration, the skin 83 can be attached to the base material 82 without performing any special processing on the base material 82.

<Modification of the Fifth Embodiment>
As shown in Fig. 18, in the fifth embodiment, the skin 83 is attached to the substrate 82 by engaging a pair of hooks 84 attached to the skin 83 with a pair of edges of the substrate 82. Meanwhile, in another embodiment, as shown in Fig. 19, the skin 83 may be attached to the substrate 82 by a hook-and-loop fastener 96 provided at the overlapping portion of the substrate 82 and the skin 83. Also, in another embodiment, as shown in Fig. 20, the skin 83 may be attached to the substrate 82 by engaging a pair of hooks 84 attached to the skin 83 with a pair of through holes 97 provided in the substrate 82. Also, in another embodiment, as shown in Fig. 21, the skin 83 may be attached to the substrate 82 by engaging a pair of fitting pieces 98 attached to the skin 83 with a pair of fitting grooves 99 provided on the back surface of the substrate 82 together with a part of the skin 83.

Sixth Embodiment
As shown in Fig. 22, a door trim 101 (an example of an interior part) according to the sixth embodiment has a trim main body 102 (an example of a main body) provided on the vehicle interior side of a door panel P (an example of an exterior part). The trim main body 102 has a main surface 103 facing in the vehicle width direction, and an edge 104 corresponding to the periphery of the main surface 103. The edge 104 extends from an end of the main surface 103 toward the vehicle exterior. In addition, an outer end of the edge 104 abuts against the door panel P, and is attached to the door panel P via a fastening member such as a clip. The door trim 101 is formed of resin.

The door trim 101 has an armrest 106 that bulges from the trim body 102 toward the vehicle interior and has an armrest upper wall 107 with its surface facing up and down and an armrest side wall 108 that extends downward from the end of the armrest upper wall 107 on the vehicle interior side. The armrest 106 bulges from the middle part in the up-down direction of the main surface 103. The armrest 106 functions as an armrest on which the occupant can place their arm.

The armrest upper wall 107 extends substantially horizontally from the main surface portion 103 toward the inside of the vehicle. The rear end of the armrest side wall 108 is inclined rearward toward the outside of the vehicle. A switch portion 109 is provided at the front of the armrest upper wall 107 to allow the occupant to open and close the window, etc. A pull pocket mounting hole 110 and a number of fastening holes 112 are formed at the rear of the armrest upper wall 107. The pull pocket mounting hole 110 penetrates the armrest upper wall 107 vertically.

As shown in Figures 22 to 24, the door trim 101 has a box shape that opens upward, and has a pull pocket body 113 that defines a pull pocket space 114 that is recessed downward from the armrest upper wall 107. The pull pocket body 113 is arranged in the pull pocket mounting hole 110. The pull pocket body 113 functions as a gripping portion that is grasped by the occupant when opening or closing the door D. The pull pocket body 113 is formed from resin. The pull pocket body 113 has a pocket portion 115 and a flange portion 122.

The pocket portion 115 of the pull pocket body 113 has a pocket bottom wall 116 whose surface faces in the vertical direction, a pocket inner wall 117 that extends upward from the inside end of the pocket bottom wall 116 and whose surface faces in the vehicle width direction, a pocket outer wall 118 that extends upward from the outside end of the pocket bottom wall 116 and whose surface faces in the vehicle width direction, a pocket front wall 119 that extends upward from the front end of the pocket bottom wall 116 and whose surface faces in the fore-and-aft direction, and a pocket rear wall 120 that extends upward from the rear end of the pocket bottom wall 116 and whose surface faces in the fore-and-aft direction.

The pocket bottom wall 116 is provided with a plurality of fastening pieces 125. The fastening pieces 125 extend downward from the lower surface of the pocket bottom wall 116. The fastening pieces 125 have insertion holes for inserting fastening members such as bolts, and are fastened to the armrest 106 by the fastening members.

An overhanging portion 124 that bulges outward from the vehicle is formed at the upper portion of the pocket inner wall 117. The overhanging portion 124 functions as a hook for an occupant to hook his/her finger on the pocket inner wall 117. The lower portion of the overhanging portion 124 is inclined downward toward the vehicle interior. The interior surface of the pocket inner wall 117 faces the exterior surface of the armrest side wall 108 in the vehicle width direction.

The flange portion 122 of the pull pocket body 113 extends from the upper end of the pocket portion 115 in a direction opposite to the pull pocket space 114 in the vehicle width direction. The flange portion 122 is disposed on the periphery of the pull pocket mounting hole 110 on the upper surface of the armrest upper wall 107. A plurality of locking claws 126 extending downward are formed on the lower surface of the flange portion 122. Each locking claw 126 is hooked into the fastening hole 112, thereby connecting the flange portion 122 to the armrest upper wall 107. In other embodiments, a cover member that covers the flange portion 122 may be provided to enhance aesthetics and functionality.

One of the armrest side wall 108 and the pocket inner wall 117 has at least one protrusion 130 that protrudes toward the other of the armrest side wall 108 and the pocket inner wall 117. The other of the armrest side wall 108 and the pocket inner wall 117 has a receiving portion 136 that has at least one receiving surface 137 that abuts or is close to the protrusion 130 in the vehicle width direction. In this embodiment, as shown in FIG. 24, the pocket inner wall 117 is provided with the protrusion 130, and the armrest side wall 108 is provided with the receiving portion 136. The protrusion 130 is formed in a plate shape and extends in a direction perpendicular to the vehicle width direction. The receiving portion 136 is formed in a plate shape and extends in a direction perpendicular to the protrusion 130.

As shown in Figures 24 and 25, the protrusion 130 protrudes from the pocket inner wall 117 toward the inside of the vehicle. The protrusion 130 has a protrusion base 131 and a protrusion tip 132. It is preferable that the protrusion 130 is flexible. The protrusion 130 is formed integrally with the pull pocket body 113.

The protrusion base 131 protrudes from the pocket inner wall 117 toward the vehicle interior side. The protrusion base 131 is formed in a substantially box shape. The vehicle interior end surface 131A of the protrusion base 131 is parallel to the pocket inner wall 117.

The protrusion tip 132 protrudes from the vehicle interior end surface 131A of the protrusion base 131 toward the vehicle interior. The protrusion tip 132 is formed in a plate shape extending in the vehicle width direction and the front-rear direction. The front-rear length of the protrusion tip 132 is shorter than the front-rear length of the protrusion base 131. The vertical length of the protrusion tip 132 is shorter than the vertical length of the protrusion base 131. The protrusion tip 132 is preferably provided approximately in the center of the vehicle interior end surface 131A of the protrusion base 131. The tip 132A of the protrusion tip 132 is preferably chamfered.

As shown in Figures 24 and 25, the receiving portion 136 protrudes from the armrest side wall 108 towards the outside of the vehicle and faces the protrusion 130 in the vehicle width direction. In Figures 24 and 25, the receiving portion 136 is formed in a plate shape and extends in the vehicle width direction and the vertical direction. The vertical width of the receiving portion 136 gradually decreases towards the outside of the vehicle. The receiving portion 136 is formed integrally with the armrest side wall 108.

The receiving portion 136 has a receiving surface 137 that is inclined with respect to the vehicle width direction. The receiving surface 137 is provided at a position that abuts or is close to the protrusion tip portion 132 with respect to the vehicle width direction. The receiving surface 137 is preferably in contact with the protrusion tip portion 132. The receiving surface 137 is preferably provided at the center in the up-down direction of the tip edge 136A on the vehicle interior side of the receiving portion 136.

The receiving portion 136 has a groove portion 140 at its leading edge 136A. The groove portion 140 is recessed toward the armrest side wall 108, i.e., toward the inside of the vehicle. The groove portion 140 extends in the front-rear direction and penetrates the receiving portion 136 in the front-rear direction. The receiving surface 137 is formed in the groove portion 140. In detail, the receiving surface 137 forms a part of the wall surface that defines the groove portion 140. At the bottom of the groove portion 140, a bottom surface 138 facing the vehicle width direction is provided. The bottom surface 138 is smoothly connected to the receiving surface 137. In this embodiment, the groove portion 140 has a cross section in the shape of an arc. The receiving surface 137 and the bottom surface 138 may extend in an arc shape and be connected to each other.

The receiving portion 136 may have at least one reinforcing member 139. This improves the rigidity of the receiving portion 136. The reinforcing member 139 may be a rib that connects the receiving portion 136 and the armrest side wall 108. The reinforcing member 139 may be formed in a plate shape that is perpendicular to the receiving portion 136.

Next, the operation and effects of this embodiment will be described. The pull pocket body 113 is grasped by the occupant when opening or closing the door D. When the occupant closes the door D, the occupant hooks his/her fingers on the pocket inner wall 117 and pulls it toward the inside of the vehicle. At this time, the pocket inner wall 117 receives a load from the occupant and elastically deforms toward the inside of the vehicle.

When no load is applied to the pocket inner wall 117 by the occupant, the protrusion tip 132 is disposed in a position in contact with or close to the receiving surface 137, as shown in FIG. 26(A) or FIG. 26(B). As shown in FIG. 26(B), even if the relative position between the protrusion tip 132 and the receiving surface 137 changes due to manufacturing errors, the protrusion tip 132 may be deformed so that the protrusion tip 132 abuts against the receiving surface 137. Also, as shown in FIG. 26(A), the protrusion tip 132 may be separated from the receiving surface 137 toward the outside of the vehicle. At this time, the tip 132A of the protrusion tip 132 may be located within the groove portion 140.

26(A) in the case where the protrusion tip 132 is separated from the receiving surface 137, when the occupant pulls the pocket inner wall 117 toward the inside of the vehicle to close the door D, the pocket inner wall 117 elastically deforms toward the inside of the vehicle, and the protrusion tip 132 moves toward the inside of the vehicle and abuts against the receiving surface 137 (see FIG. 26(B)). When the pocket inner wall 117 then moves further toward the inside of the vehicle, the protrusion tip 132 slides on the receiving surface 137 and moves toward the bottom surface 138 (see FIG. 26(C)). When the pocket inner wall 117 then moves further toward the inside of the vehicle, the tip 132A of the protrusion tip 132 reaches the bottom surface 138 (see FIG. 26(D)). Because the bottom surface 138 faces the vehicle width direction, when the protrusion tip 132 reaches the bottom surface 138, the movement of the protrusion tip 132 toward the inside of the vehicle is restricted by the bottom surface 138. As a result, the pocket inner wall 117 is supported by the armrest side wall 108 via the projection 130 and the receiving portion 136, and deformation of the pocket inner wall 117 toward the inside of the vehicle is suppressed. When the occupant stops pulling the pocket inner wall 117, the pocket inner wall 117 returns to its original state due to its elastic force, and the projection tip portion 132 returns to the initial position shown in Figure 26 (A) or 26 (B).

Because the receiving surface 137 corresponding to the protrusion tip 132 is inclined relative to the vehicle width direction, the protrusion tip 132 and the receiving surface 137 are easily maintained in contact with each other even if manufacturing errors occur. This prevents the protrusion 130 from colliding with the receiving surface 137 when the pull pocket body 113 deforms, and suppresses the generation of abnormal noise.

Even if there is a gap between the protrusion tip 132 and the receiving surface 137, the receiving surface 137 is inclined relative to the vehicle width direction, so that when the protrusion tip 132 abuts against the receiving surface 137, the protrusion tip 132 is guided in a direction along the receiving surface 137, and the force of the collision between the protrusion tip 132 and the receiving surface 137 is reduced. This suppresses the generation of abnormal noise.

26(D), when the protrusion tip 132 abuts against the bottom surface 138 facing the vehicle width direction, the pocket inner wall 117 is supported by the armrest side wall 108 via the protrusion 130 and the receiving portion 136. This restricts deformation of the pocket inner wall 117, and the pulling force of the occupant is efficiently transmitted to the door D via the pull pocket body 113 and the armrest 106.

The protrusion 130 has a simple structure and can be molded integrally with the pull pocket body 113. The receiving portion 136 also has a simple structure and can be molded integrally with the arm rest 106 and the trim main body portion 102. This reduces the manufacturing cost of the door trim 101.

In addition, since the protrusion 130 and the receiving portion 136 extend perpendicularly, the protrusion tip portion 132 and the receiving surface 137 are arranged perpendicularly, and the protrusion tip portion 132 can stably abut and slide against the receiving surface 137.

In addition, when the protrusion tip 132 slides over the receiving surface 137, the protrusion 130 flexes, thereby reducing the load that the protrusion 130 imparts to the receiving surface 137, further suppressing the generation of abnormal noise.

In addition, because the tip 132A of the protrusion tip 132 is chamfered, friction with the receiving surface 137 is reduced. This reduces the generation of frictional noise and wear of the protrusion tip 132 and the receiving surface 137. In addition, because the receiving surface 137 is formed in the groove 140 and the protrusion tip 132 protrudes into the groove 140, the movement of the protrusion tip 132 is restricted by the groove 140.

In addition, because the receiving surface 137 has an arc-shaped cross section, the reaction force from the receiving surface 137 generated when the protrusion 130 is pressed increases smoothly as the protrusion tip 132 slides on the receiving surface 137. This makes it difficult for abnormal noise to occur when the protrusion 130 abuts against the bottom surface 138.

In the door trim 101 according to the sixth embodiment, the groove 140 has an arc-shaped cross section, but in other embodiments, the groove 140 may have a V-shaped (triangular) cross section as shown in Fig. 27. In other embodiments, the protrusion 130 may be provided on the armrest side wall 108, and the receiving portion 136 may be provided on the pocket inner wall 117.

Seventh Embodiment
The door trim 101 of the seventh embodiment differs from the door trim 101 of the sixth embodiment only in that the protrusion 130 and the receiving portion 136 provided on the pull pocket body 113 or the armrest 106 are different, and therefore a description of the other parts is omitted.

In the door trim 101 of the seventh embodiment, one of the armrest side wall 108 and the pocket inner wall 117 has a plurality of protrusions 130, and the other of the armrest side wall 108 and the pocket inner wall 117 has a plurality of receiving portions 136 that face each of the protrusions 130 in the vehicle width direction.

Each of the protrusions 130 may be provided with a connecting portion 133 that connects them to each other. The two protrusions 130 are each formed in a plate shape and face each other in parallel. The connecting portion 133 connects the corresponding sides of the two protrusions 130 to each other. The connecting portion 133 may extend in the vehicle width direction along the protrusions 130. When viewed from the vehicle width direction, the two protrusions 130 and the connecting portion 133 are arranged in a U-shape. The connecting portion 133 is arranged in a position that does not contact the receiving portion 136 when the protrusion tip portion 132 is in contact with the receiving surface 137. The connecting portion 133 improves the rigidity of the protrusion 130.

As shown in FIG. 28, in this embodiment, the two protrusions 130 have surfaces facing the vertical direction and are arranged spaced apart from each other vertically. The connecting portion 133 extends in the vertical direction to connect the two protrusions 130. The two receiving portions 136 facing the two protrusions 130 are each formed in a plate shape with a surface facing the front-rear direction. The two receiving portions 136 are arranged side by side in the vertical direction and connected to each other. Each receiving portion 136 has a groove portion 140 at the tip edge 136A on the outer side of the vehicle. The groove portion 140 has a configuration similar to that of the groove portion 140 in the sixth embodiment. The two groove portions 140 have an arc-shaped cross-sectional shape when viewed from the front-rear direction. Each of the groove portions 140 is formed with a receiving surface 137.

The inclination directions of the receiving surfaces 137 with which the respective protrusions 130 abut may be different. The upper receiving surface 137 with which the upper protrusion 130 abuts is inclined upward toward the vehicle interior. On the other hand, the lower receiving surface 137 with which the lower protrusion 130 abuts is inclined downward toward the vehicle interior. The upper receiving surface 137 may be disposed at the lower part of the upper groove portion 140, and the lower receiving surface 137 may be disposed at the upper part of the lower groove portion 140. According to this configuration, when each protrusion 130 moves toward the vehicle interior, the upper protrusion 130 is guided upward by the upper receiving surface 137, and the lower protrusion 130 is guided downward by the lower receiving surface 137. In this way, the directions in which the two protrusions 130 are guided are opposite to each other on a plane perpendicular to the vehicle width direction, so that the pull pocket body 113 is less likely to move in a direction perpendicular to the vehicle width direction due to the load received from the receiving portion 136.

Eighth embodiment
The door trim 101 of the eighth embodiment differs from the door trim 101 of the seventh embodiment only in that the protrusion 130 and the receiving portion 136 provided on the pull pocket body 113 or the armrest 106 are different, and therefore descriptions of the other parts are omitted.

In the pull pocket body 113 according to the eighth embodiment, one of the armrest side wall 108 and the pocket inner wall 117 has a plurality of protrusions 130, and the other of the armrest side wall 108 and the pocket inner wall 117 has one or a plurality of receiving portions 136 at positions facing each of the protrusions 130 in the vehicle width direction. Each of the protrusions 130 is disposed in the circumferential direction centered on the center line A. Each of the protrusions 130 is formed in an arc shape centered on the center line A, and a slit 134 is formed between adjacent protrusions 130.

29 and 30, four protrusions 130 are arranged in a circumferential direction on the pocket inner wall 117 with the center line A extending in the vehicle width direction as the center. Each protrusion 130 extends from the pocket inner wall 117 toward the vehicle inside. Each protrusion 130 is formed in an arc shape centered on the center line A when viewed from the vehicle width direction. The bases of each protrusion 130 may be connected to each other by a connecting portion 133 extending in the circumferential direction centered on the center line A. These protrusions 130 are formed by providing a plurality of slits 134 in a cylinder 135 centered on the center line A. Four receiving portions 136 corresponding to the four protrusions 130 are each formed in a plate shape and extend in the radial direction centered on the center line A. In addition, the four receiving portions 136 are perpendicular to the corresponding protrusions 130 when viewed from the vehicle width direction. The four receiving portions 136 are connected to each other at a position overlapping the center line A, and are formed in a + shape (cross) when viewed from the vehicle width direction. A groove 140 is formed on a tip edge 136A on the vehicle exterior side of each receiving portion 136. A receiving surface 137 is formed on a wall surface of each groove 140. The receiving surfaces 137 are inclined in different directions from each other. The receiving surface 137 of the receiving portion 136 arranged above the center line A is inclined upward toward the vehicle interior side, the receiving surface 137 of the receiving portion 136 arranged in front of the center line A is inclined forward toward the vehicle interior side, the receiving surface 137 of the receiving portion 136 arranged below the center line A is inclined downward toward the vehicle interior side, and the receiving surface 137 of the receiving portion 136 arranged behind the center line A is inclined rearward toward the vehicle interior side. According to this configuration, when each protrusion 130 moves toward the vehicle interior, the upper protrusion 130 is guided upward by the upper receiving surface 137, the front protrusion 130 is guided forward by the front receiving surface 137, the lower protrusion 130 is guided downward by the lower receiving surface 137, and the rear protrusion 130 is guided rearward by the rear receiving surface 137. Since the directions in which the four protrusions 130 are guided are opposite to each other on a plane perpendicular to the vehicle width direction in this manner, the pull pocket body 113 becomes less likely to move in the direction perpendicular to the vehicle width direction due to the load received from the receiving portion 136.

The multiple protrusions 130 are defined by providing multiple slits 134 in the cylindrical body 135, so that the multiple protrusions 130 and receiving portions 136 can be arranged in a space-efficient manner.

Ninth embodiment
The vehicle door D according to the ninth embodiment has a first member and a second member facing each other in the vehicle width direction, one of the first member and the second member has at least one protrusion 130 protruding toward the other of the first member and the second member, and the other of the first member and the second member has at least one receiving portion 136 having a receiving surface 137 that abuts or is close to the protrusion 130 in the vehicle width direction, and the receiving surface 137 is inclined with respect to the vehicle width direction. The combination of the first member and the second member may be, for example, a door panel P and a door trim 101, a first portion of the door trim 101 and a second portion of the door trim 101, etc. The first portion of the door trim 101 may be, for example, a pull pocket body 113, and the second portion may be an armrest 106. As specific examples, the combination of the first member and the second member includes the main surface portion 103 of the door panel P and the door trim 101, the armrest 106 of the door panel P and the door trim 101, the pull pocket body 113 of the door panel P and the door trim 101, etc.

Figure 31 shows an example in which the first member is a metal door panel P and the second member is a resin door trim 101 joined to the door panel P. A protrusion 130 is provided on the door panel P, and a receiving portion 136 is provided on the door trim 101. The configuration of the protrusion 130 and the receiving portion 136 may refer to the configurations of the protrusion 130 and the receiving portion 136 according to the sixth to eighth embodiments described above. The protrusion 130 and the receiving portion 136 are preferably formed from resin.

The protrusion 130 is formed in a plate shape and extends in a direction perpendicular to the vehicle width direction. The receiving portion 136 is formed in a plate shape and extends in a direction perpendicular to the protrusion 130. In FIG. 31 , the protrusion 130 is formed from resin and may be joined to the interior surface of the door panel P by a fastening member such as a clip or a screw, or an adhesive. The protrusion base 131 protrudes from the door panel P toward the interior side of the vehicle. The protrusion base 131 is formed in a substantially box shape. The interior end surface 131A of the protrusion base 131 is parallel to the door trim 101.

The receiving portion 136 protrudes from the door trim 101 toward the exterior side of the vehicle and faces the protrusion 130 in the vehicle width direction. In FIG. 31, the receiving portion 136 is formed in a plate shape and extends in the vehicle width direction and the vertical direction. The receiving portion 136 is preferably made of resin and is integrally formed with the exterior side of the door trim 101.

Effects of the Sixth to Ninth Embodiments
One aspect of the present invention is a vehicle door (D), which has a first member and a second member facing each other in the vehicle width direction, and one of the first member and the second member has at least one protrusion (130) protruding toward the other of the first member and the second member, and the other of the first member and the second member has at least one receiving portion (136) having a receiving surface (137) that abuts or is close to the protrusion in the vehicle width direction, and the receiving surface is inclined with respect to the vehicle width direction. According to this aspect, the generation of collision noise between members in the vehicle door can be suppressed. Even if the relative position of the first member and the second member changes due to manufacturing errors, the protrusion is easily maintained in a state of abutment with the receiving surface by sliding on the receiving surface. As a result, when the first member or the second member is deformed, the collision between the protrusion and the receiving surface is avoided, and the generation of the collision noise is suppressed. Furthermore, even if a gap exists between the protrusion and the receiving surface due to manufacturing errors, since the receiving surface is inclined relative to the vehicle width direction, when the protrusion collides with the receiving surface, the protrusion is guided in a direction along the receiving surface, thereby suppressing the generation of collision noise.

In the above embodiment, the first member is a metal door panel (P), and the second member is a resin door trim (101) joined to the door panel. This configuration makes it possible to suppress the generation of collision noise between the door panel and the door trim in the vehicle door.

Another aspect of the present invention is a door trim, comprising: a trim body (102) provided on the vehicle interior side of a door panel; an armrest (106) that bulges from the trim body toward the vehicle interior side and has an armrest upper wall (107) with a surface facing up and down and an armrest side wall (108) extending downward from the vehicle interior end of the armrest upper wall; and a pull pocket body (113) that has a box shape that opens upward and defines a pull pocket space (114) that is recessed downward from the armrest upper wall, the pull pocket body having a pocket inner wall (117) that faces the armrest side wall in the vehicle width direction, one of the armrest side wall and the pocket inner wall having at least one protrusion that protrudes toward the other of the armrest side wall and the pocket inner wall, the other of the armrest side wall and the pocket inner wall having at least one receiving portion having a receiving surface that abuts or is close to the protrusion in the vehicle width direction, the receiving surface being inclined with respect to the vehicle width direction. According to this aspect, the occurrence of a collision sound between the pull pocket body and the armrest in the door trim can be suppressed. Even if the relative position between the protrusion and the receiving portion changes due to manufacturing errors, the protrusion is likely to be maintained in contact with the receiving surface by sliding on the receiving surface. This avoids a collision between the protrusion and the receiving surface when the pull pocket body is deformed, and suppresses the occurrence of a collision sound. In addition, even if a gap exists between the protrusion and the receiving surface due to manufacturing errors, the receiving surface is inclined with respect to the vehicle width direction, so that when the protrusion hits the receiving surface, the protrusion is guided in a direction along the receiving surface, and the occurrence of a collision sound is suppressed.

In the above aspect, the protrusion may be formed in a plate shape and extend in a direction perpendicular to the vehicle width direction, and the receiving portion may be formed in a plate shape and extend in a direction perpendicular to the protrusion. With this configuration, the protrusion and the receiving surface are arranged perpendicular to each other, so that the protrusion can reliably abut against the receiving surface.

In the above configuration, the receiving portion may have a groove portion (140) at its tip edge (136A), and the receiving surface may be formed in the groove portion. According to this configuration, the receiving surface is formed in the groove portion, and the protrusion protrudes into the groove portion, so that the movement of the protrusion is restricted by the groove portion.

In the above configuration, the groove may have an arc-shaped cross section. With this configuration, the reaction force from the receiving surface generated when the protrusion is pressed increases smoothly as the protrusion slides on the receiving surface. Therefore, collision noise is less likely to occur when the protrusion abuts against the bottom surface.

In the above configuration, it is preferable that a plurality of the protrusions and a plurality of the receiving portions are provided. With this configuration, the load that one protrusion imparts to one receiving portion is reduced, and the generation of impact noise is suppressed.

In addition, it is preferable that two adjacent protrusions are connected to each other by a connecting portion (133). This configuration can improve the rigidity of the protrusions.

In the above configuration, each of the protrusions may be arranged in a circumferential direction centered on a predetermined center line (A) when viewed from the vehicle width direction. With this configuration, the protrusions can be arranged closely together, thereby saving space.

In the above configuration, each of the protrusions may be formed in an arc shape centered on the center line, and a slit (134) may be formed between two adjacent protrusions. With this configuration, the multiple protrusions and receiving portions can be arranged with good space efficiency.

In the above configuration, the protrusion may be flexible. With this configuration, the protrusion flexes to reduce the load that the protrusion exerts on the receiving surface, thereby suppressing the generation of impact noise.

In the above configuration, the tip (132A) of the protrusion may be chamfered. This configuration reduces friction that occurs when the protrusion slides on the receiving surface, reducing the generation of friction noise and wear of the protrusion and receiving surface.

In the above configuration, the receiving portion may have at least one reinforcing member (139). This configuration can improve the rigidity of the receiving portion.

This concludes the explanation of the specific embodiment, but the present invention is not limited to the above embodiment and can be modified in a wide range of ways. For example, the shape and number of the protrusions 130 and the receiving portions 136 may be changed as appropriate. In addition, the groove portions 140 are not essential components and may be omitted. For example, the receiving surface 137 may be formed over the entire tip edge 136A of the receiving portion 136.

In the sixth to ninth embodiments described above, the door trim 101 is an example of an interior part, and the door panel P is an example of an exterior part. On the other hand, in other embodiments, a part other than the door trim 101 may be an example of an interior part, and a part other than the door panel P may be an example of an exterior part. In other words, the present invention can be widely applied not only to the door D, but also to parts other than the door D on the side of the vehicle body (for example, supports such as B-pillars).

1: Door trim (an example of an interior part)
2: Trim body (an example of the body)
23: Stopper 24: Elastic protrusion 24A: Inner end 24B: Outer end 26: Main wall 26A: Inner end 26B: Outer end 28: Connection wall 30: Recess 31: Contact surface 33: First contact portion 34: Second contact portion D: Door P: Door panel (an example of an exterior part)
X: Distance between opposing ends W1: Width of elastic protrusion W2: Width of stopper

Claims (11)

A door trim for a vehicle, comprising:
A trim body portion provided on an interior side of the door panel;
A stopper and an elastic protrusion protruding from the trim main body portion toward the vehicle exterior side,
The stopper faces the door panel with a gap therebetween,
The elastic protrusion includes a first contact portion that contacts the door panel, and a second contact portion that is positioned on the vehicle interior side relative to the first contact portion and contacts the stopper. The stopper is provided with an abutment surface that abuts against the second abutment portion,
The door trim according to claim 1 , wherein the contact surface has an arc shape that bulges outwardly from the vehicle. The stopper and the elastic protrusion extend in an extension direction along the trim body portion,
The door trim according to claim 1 or 2, wherein a width of the elastic protrusion in the extending direction is narrower than a width of the stopper in the extending direction. The stopper and the elastic protrusion extend in an extension direction along the trim body portion,
The door trim according to any one of claims 1 to 3, wherein an interior end portion of the stopper and an interior end portion of the elastic projection face each other at an interval in a direction perpendicular to the extending direction. The door trim of claim 4, wherein the distance between the vehicle interior end of the stopper and the vehicle interior end of the elastic protrusion gradually increases from one side to the other side in the extension direction. The stopper includes a pair of main wall portions protruding from the trim body portion toward the vehicle exterior side,
The door trim according to any one of claims 1 to 5, wherein vehicle exterior end portions of the pair of main wall portions are connected to each other. The door trim of claim 6, wherein the vehicle interior end of each of the main wall portions is formed thinner than the portions other than the vehicle interior end of each of the main wall portions. Each of the main wall portions extends in an extension direction along the trim body portion,
The door trim according to claim 7 , wherein an inner surface of the vehicle interior end of each of the main wall portions is formed with a recess that is continuous in the extending direction. Each of the main wall portions extends in an extension direction along the trim body portion,
The door trim according to any one of claims 6 to 8, wherein the stopper further includes a connecting wall portion connecting ends of the pair of main wall portions in the extending direction. When the door trim is not attached to the door panel, the elastic protrusion faces the stopper at a distance,
The door trim according to any one of claims 1 to 9, wherein when the door trim is assembled to the door panel, the door panel presses the first abutment portion, causing the elastic protrusion to elastically deform, and the second abutment portion abuts against the stopper. An interior part for a vehicle,
A main body portion provided on an interior side of the exterior component;
a stopper and an elastic protrusion protruding from the main body toward the vehicle exterior,
The stopper faces the exterior component with a gap therebetween,
The elastic protrusion includes a first contact portion that contacts the exterior component, and a second contact portion that is disposed on an inner side of the vehicle than the first contact portion and contacts the stopper.

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