阅读说明：本技术 用于机动车的推拉门的运动学机构以及推拉门 (Kinematic mechanism for a sliding door of a motor vehicle and sliding door ) 是由 M.托米茨克 W.罗德蒙德 S.科赫 T.罗德蒙德 于 2019-03-04 设计创作，主要内容包括：本发明涉及一种用于机动车的推拉门的运动学机构。所述推拉门能够通过滑动元件相对于车辆结构移动。运动学机构包括上部导轨,推拉门通过上部导轨能移动地支承在车辆结构的顶梁上。运动学机构包括下部导轨,推拉门通过下部导轨能移动地支承在车辆结构的门槛上。设置有中部导轨,推拉门通过第三支承元件能移动地支承在中部导轨上。设置有锁止元件,所述锁止元件防止中部导轨弯曲,以避免第三支承元件从中部导轨中脱出或者当推拉门处于关闭的端部位置中时借助附加的形状配合结构固定第三支承元件。本发明还涉及一种具有该种运动学机构的用于机动车的推拉门,在所述运动学机构中第三支承元件、尤其是中部滚子托架被锁止以防从中部导轨中脱出。(The invention relates to a kinematic mechanism for a sliding door of a motor vehicle. The sliding door is movable relative to the vehicle structure by a sliding element. The kinematic mechanism comprises an upper guide rail, by means of which the sliding door is movably supported on a roof rail of the vehicle structure. The kinematic mechanism comprises a lower guide rail, by means of which the sliding door is movably supported on a door sill of the vehicle structure. A central guide rail is provided, on which the sliding door is movably supported by means of a third support element. A locking element is provided which prevents the middle rail from bending in order to prevent the third bearing element from falling out of the middle rail or to fix the third bearing element by means of an additional form-fitting construction when the sliding door is in the closed end position. The invention also relates to a sliding door for a motor vehicle having such a kinematic mechanism in which a third bearing element, in particular a central roller carriage, is prevented from falling out of a central guide rail.)

1. A kinematic mechanism (20) for a sliding door (10) of a motor vehicle having a vehicle structure (96), wherein the sliding door (10) is movable relative to the vehicle structure (96) by means of a sliding element (26, 34, 44), wherein the kinematic mechanism comprises an upper rail (22) by means of which the sliding door (10) is movably supported on a roof rail (92) of the vehicle structure (96), a lower rail (30) by means of which the sliding door (10) is movably supported on a door sill (94) of the vehicle structure (96), and a middle rail (40) on which the sliding door (10) is movably supported by means of a third support element (44), wherein a blocking element (50) is provided which prevents a bending of the middle rail (40), in order to prevent the third support element (44) from falling out of the central guide rail (40), or in order to form an additional form-fitting locking structure of the third support element (44) when the sliding door (10) is in the closed end position, characterized in that the locking element (50) comprises a sheet metal corner (52) into which the impact hook (54) engages at least in sections when the sliding door (10) is in the closed end position.

2. Kinematic mechanism (20) for sliding doors (10) according to claim 1, characterized in that the third support element (44) comprises a central roller bracket (46) connected to the door body (14) of the sliding door (10) by means of a connecting element (42).

3. The kinematic structure (20) for a sliding door (10) according to claim 1 or 2, characterized in that the central rail (40) is designed as a U-profile (70), wherein at least one clip (80) is arranged or at least one sheet metal fold (78) is formed on the end of the central rail (40) facing the third bearing element (44), which clip or fold hinders or prevents a bending of the legs of the U-profile (70).

4. Kinematic mechanism (20) for sliding doors (10) according to claim 1 or 2, characterized in that said third support element (44) is locked in the closed end position of the sliding door (10) by an electrically or mechanically driven catch (82).

5. Sliding door (10) for a motor vehicle, having a kinematic mechanism (20) according to one of claims 1 to 4, characterized in that the third bearing element (44) is blocked from coming out in a lateral impact by additionally locking the third bearing element (44) or preventing the central rail (40) from bending in the closed position of the sliding door (10) by means of a locking element (50).

Technical Field

The invention relates to a kinematic mechanism for a sliding door of a motor vehicle and a sliding door having the kinematic mechanism. The sliding door can be moved relative to the vehicle structure by means of a sliding element, wherein the kinematic mechanism comprises an upper guide rail, by means of which the sliding door is movably supported on a roof rail of the vehicle structure, a lower guide rail, by means of which the sliding door is movably supported on a door sill of the vehicle structure, and a central guide rail, on which the sliding door is movably supported by means of a third support element.

Background

Motor vehicles, in particular minibuses, minivans or vans, are known from the prior art, in which a sliding door is provided at least on one side of the vehicle, in order to facilitate access to the motor vehicle. The sliding door has the advantage over a classical pivoting door that it enables a complete opening of the door in a narrow parking gap or in other limited positions and thus allows passengers to easily and comfortably enter the motor vehicle or a compact wagon to be easily loaded. Sliding doors generally have higher forces when opening or closing the door than conventional vehicle doors. Electrically operated sliding doors are therefore known from the prior art, in which the door is opened or closed by an electric drive.

Current crash tests and the pursuit of increasingly higher safety standards have made it necessary for passive crash structures of motor vehicles to be further optimized at all times. The acceptance of NAR crash tests requires that it be possible, in particular in the event of a side crash, to deform the vehicle structure so strongly that this leads to the sliding mechanism of the sliding door being pulled out of the center rail in a motor vehicle having a side sliding door. This situation may lead to the door opening in an accident and is therefore undesirable.

EP 0869878B 1 discloses a side door for a motor vehicle, wherein the door has at least two impact beams and at least one window guide section. It is provided that the holding elements are arranged on the door and/or the motor vehicle structure, which engage with each other in the event of any crash, so that the motor vehicle door remains in its position at all times in the event of an accident and the risk of passengers being thrown out is reduced by connecting the motor vehicle door to the roof and/or to the sill region of the floor module in order to reduce the stress by increasing the structural rigidity and dissipating the crash energy.

However, the disadvantage of the solutions known from the prior art is that they can only be used as appropriate in sliding doors for motor vehicles, since the fastening of the sliding door is completely different from a side door that is pivoted by means of a hinge. Furthermore, the solutions known from the prior art support the door only in the upper and lower door region, so that the risk of the sliding door falling out of the center rail can only be reduced to a limited extent by these solutions.

Disclosure of Invention

The object of the invention is to improve the stability of the fastening of the sliding door in the event of a lateral collision and in particular to prevent the sliding door from falling out of the guide structure of the central guide rail.

According to the invention, the object is achieved by a kinematic mechanism for a sliding door of a motor vehicle, wherein the sliding door is movable relative to a vehicle structure by means of a sliding element. The kinematic mechanism comprises an upper guide rail, by means of which the sliding door is movably supported on a roof rail of the vehicle structure. The kinematic mechanism further comprises a lower guide rail, by means of which the sliding door is movably supported on a door sill of the vehicle structure. According to the invention, a central rail is provided on which the sliding door is movably supported by means of a third bearing element, wherein a locking element (Sicherungselement) is provided, which prevents the central rail from bending, so that the third bearing element is prevented from falling out of the central rail, or which forms an additional positive locking structure of the third bearing element when the sliding door is in the closed end position. The kinematic mechanism according to the invention reinforces a three-point support of the sliding door, wherein in particular the support point on the central guide rail is reinforced in order to prevent the sliding door from falling out of the guide rail. The sliding door therefore does not come loose in the event of a strong accident impact, in particular in the event of a strong side impact, as a result of which the risk of passengers being thrown out of the vehicle can be minimized. In addition, higher crash energies can be introduced into the vehicle structure, so that the loads of a side crash can be counteracted overall better and result in lower loads on the vehicle occupants.

In a preferred embodiment of the invention, the third bearing element comprises a central roller carrier or roller carriage (Rollenwagen) and a connecting element, wherein the central roller carrier is connected to the door body of the sliding door via the connecting element. The sliding door can be opened and closed in a compact and flexible manner by means of the roller carriage which is connected to the door body via the connecting element. In addition, a system is formed which prevents the sliding door from tilting or jamming in cooperation with the roller brackets of the other two guide rails. The upper guide rail integrated in the roof rail and the lower guide rail integrated in the door sill can generally be subjected to higher forces than the support elements on the center guide rail. It is therefore particularly effective for the bearing elements on the central rail to be protected in a targeted manner by the locking elements in order to avoid potential weak points.

In a preferred embodiment of the invention, the locking element comprises a sheet metal corner (Blechwinkel) into which the striker (Crashhaken) engages at least in sections when the sliding door is in the closed end position. The support element is thereby connected to the vehicle structure via the second positive fit in the closed end position of the sliding door, so that the risk of the third support element falling out of the guide rail is reduced. For this purpose, a latching hook is provided on the roller carriage itself or on the connecting element, which latching hook engages in a recess in the corner of the sheet metal when the sliding door is in the closed end position. When the sliding door is moved into the closed door position, the impact hook is guided into the holding plate. A form-fitting structure is thus produced between the impact hook and the holding plate in the closed position. The holding plate is fixedly connected to the body of the motor vehicle. This produces a positive connection that can withstand high loads, preventing the roller carriage from falling out of the middle rail.

Alternatively, it is advantageously provided that the locking element has a web with an opening into which a locking pin (veriegelmingszapfen) or a locking sleeve engages when the sliding door is in the closed end position. A positive connection between the roller bracket and the connecting element can likewise be produced by the connecting plate and the locking pin or locking sleeve engaging in said connecting plate, whereby the mechanical strength in the closed end position is increased in a targeted manner. Therefore, even if a high collision force is applied in a side collision, the sliding door can be introduced into the vehicle body without being released from the anchoring structure.

In addition, it is alternatively or additionally advantageously provided that the central rail is designed as a U-shaped profile, wherein a retaining rivet or a retaining screw is provided on the end of the central rail facing the third support element, which connecting the two legs of the U-shaped profile to one another and thus preventing the U-shaped central rail from bending. The retaining rivet or the retaining screw can be used to prevent or reduce the bending of the leg of the U-shaped profile in a targeted manner, as a result of which higher forces can be absorbed without the third bearing element falling out of the central rail.

It is also alternatively or additionally advantageously provided that the central rail is designed as a U-profile, wherein the end of the central rail facing the third bearing element is closed by a closing element, which prevents the legs of the U-profile from bending. The closing element can be bent away from the U-profile of the central rail in a similarly advantageous manner, for example by holding rivets or holding screws. Such a closure element can be produced particularly cost-effectively as a fiber-reinforced plastic injection-molded part or as an aluminum injection-molded part.

In this case, it is particularly preferred if the closure element is connected directly to the vehicle structure. The closing element is alternatively connected to the central rail preferably by a screw connection. The closing element can alternatively also be connected to the central rail by a material-bonded connection, in particular a welded connection, a soldered connection or an adhesive connection. The closing element can alternatively be designed as a sheet metal cover which is mounted on the open end of the central rail facing the sliding door. Such a closing element prevents the U-profile of the central guide rail from bending and allows the roller bracket to be positively received from three sides in the closed end position of the sliding door.

In an advantageous embodiment of the invention, it is furthermore provided that the central rail is designed as a U-profile, wherein at least one clip is arranged on the end of the central rail facing the third bearing element, said clip hindering or preventing the legs of the U-profile from bending. At least one sheet metal fold (Blechfalz) is optionally formed on the central rail, which is bent in such a way that it surrounds the leg of the U-shaped profile, thus preventing the U-shaped profile from bending. Alternatively, the mechanical load-bearing capacity in the third bearing position can be increased if at least one clip is arranged around the open limb of the U-profile, which clip counteracts the bending of the U-profile. Such a clip can be produced particularly cost-effectively as a folded piece or as a stamped and bent piece. Alternatively, a plurality of clips can be provided which are wound around one another in order to increase the strength, in particular the flexural rigidity, of the center rail and also to avoid bending of the legs of the U-shaped profile of the center rail under high forces.

In an alternative embodiment of the invention, it is advantageously provided that the third bearing element is locked in the closed end position of the sliding door by an electrically or mechanically driven locking pawl. In this case, a detent element (Sperrelement) which can be pivoted about a rotational axis is provided on the detent pawl, engages into an opening of the connecting element or roller bracket and positively locks the roller bracket when the sliding door is in the closed end position. In an electrically operated sliding door, the catch can be operated by the electric drive of the sliding door via a coupling arrangement, so that no additional drive motor is required, as a result of which the additional outlay in terms of design and the additional costs for additional components and assembly can be kept to a low level.

According to the invention, a sliding door for a motor vehicle is proposed with such a kinematic mechanism in which a third bearing element, in particular a central roller carrier, is blocked against falling out of a central guide rail. In this case, the locking element additionally locks the third bearing element or prevents the central rail from bending in the closed position of the sliding door, in such a way that the third bearing element is prevented from falling out in the event of an accident, in particular a lateral collision. The sliding door according to the invention makes it possible to prevent the sliding door from opening undesirably and to prevent passengers from being thrown out of the vehicle in the event of a serious accident, in particular a serious side impact. This increases the passive safety and minimizes the risk of injury to the occupants of the motor vehicle.

The different embodiments of the invention proposed in the present application can be advantageously combined with one another, as long as they are not specified in individual cases.

Drawings

The invention is elucidated below in the examples with reference to the drawings. Here, identical or functionally identical components are denoted by the same reference numerals in the figures. In the drawings:

fig. 1 shows a sliding door according to the invention for a motor vehicle with a door kinematics according to the invention with a blocking element;

fig. 2 shows a first embodiment of the blocking element of the kinematic mechanism for sliding doors according to the invention;

fig. 3 shows a further embodiment of a locking element of the kinematic mechanism according to the invention;

fig. 4 shows a third exemplary embodiment of a locking element of a kinematic mechanism for sliding doors according to the invention, in which the legs of the U-shaped central rail are connected by means of rivets, so that the central rail is prevented from bending in the region of the central roller bracket;

fig. 5 shows a fourth exemplary embodiment of the locking element of the kinematic mechanism according to the invention, in which the open ends of the center rail are held together by the closure in the region of the door stop and are thus prevented from bending;

fig. 6 shows a fifth exemplary embodiment of the blocking element of the kinematic mechanism of a sliding door according to the invention, in which the open ends of the central rail are connected to one another in the region of the door stop by a sheet metal cover;

fig. 7 shows a further exemplary embodiment of a blocking element of a kinematic mechanism for sliding doors according to the invention, in which one or more sheet metal clips are provided on the guide rail, which clips hinder the bending of the guide rail;

fig. 8 shows a further exemplary embodiment of a sheet metal clip as a locking element for the kinematic mechanism of the vehicle door according to the invention;

fig. 9 shows a further exemplary embodiment of a locking element of a kinematic mechanism of a sliding door according to the invention, in which an electrically or mechanically lockable catch is provided, which fixes the roller carriage in the closed end position of the sliding door; and is

Fig. 10 shows a further exemplary embodiment of the locking element of the kinematic mechanism according to the invention, in which a pawl similar to a lock is provided, which secures the central roller carrier in its end position.

Detailed Description

Fig. 1 shows a sliding door 10 according to the invention for a motor vehicle. The sliding door 10 comprises a door body 14 which is guided in rails 22, 30, 40 that can be fastened to a vehicle structure 96 of the motor vehicle by means of corresponding connecting elements 24, 32, 42 and sliding and supporting elements 26, 34, 44. Preferably, an upper guide rail 22 and a lower guide rail 30 arranged parallel to the upper guide rail 22 and a middle guide rail 40 are provided in order to guide the sliding door 10 at three points and thus to avoid tilting or jamming of the sliding door 10. Alternatively, more guide rails can also be considered. A first sliding element 26, in particular an upper roller carriage 28, is arranged on the upper guide rail 22, said upper roller carriage being connected to the door body 14 via a connecting element 24. The upper guide rail 22 is integrated in the roof rail 92 of the vehicle structure 96. The kinematic mechanism 20 of the sliding door 10 also has a lower guide 30 which is integrated in the door sill 94 or is fixed in another position in relation to the body. In the lower guide rail 30, a sliding element 34, in particular a lower roller bracket 36, is accommodated, which is connected to the door body 14 of the sliding door 10 via a connecting element 32. The kinematic mechanism 20 also has a central guide rail 40 in which a bearing element 44 is accommodated. The support elements 44 include a central roller bracket 46 that is connected to the door body 14 by the connecting elements 42. At least one actuating element 16, in particular a door handle 48, for opening and/or closing the sliding door 10 is provided on the door body 14. The sliding door 10 also has a window pane 18 housed in the door body 14. The sliding door 10 can be designed both as a manually operated sliding door 10 and as an electrically operated sliding door 10. In the case of an electrically operable sliding door 10, an electric drive motor or drive motor 12 is arranged on one of the rails 22, 30 or 40.

Fig. 2 shows a locking element 50 for locking the support element 44 on the central rail 40. The locking element 50 comprises a sheet metal corner 52 into which a locking hook 54 formed on the connecting element 42 or received by the connecting element 42 can be introduced. The connecting element 42 is thus received in a form-fitting manner in the sheet metal corner 52 by the latching hook 54 when the sliding door 10 is in the closed end position. Alternatively, plate corners 52 can accommodate roller bracket 46 in a form-fitting manner, in order to prevent roller bracket 46 from falling out of center rail 40.

Fig. 3 shows a further exemplary embodiment of a locking element 50 for the support element 44 of the sliding door 10. In this case, a connecting plate 62 with an opening 60 is formed on the connecting element 42. A locking pin 56 or a locking sleeve 58 is fixed in an opening 60 of the connecting plate 62 in order to form an additional positive connection between the bearing element 44 and the vehicle structure 96 and thereby to prevent the central roller bracket 46 from falling out of the central guide rail 40.

Fig. 4 shows a third exemplary embodiment of a locking element 50 of a sliding door kinematics 20 according to the invention. In this case, a retaining rivet 66 or a retaining screw 68 is provided at the end of the U-shaped profile 70 of the central guide rail 40 facing the sliding door 10, which retaining rivet or retaining screw prevents the U-shaped profile 70 from bending and thus locks the central roller bracket 46 against falling out of the central guide rail 40.

Fig. 5 shows a further exemplary embodiment of a locking element 50 of a sliding door kinematics 20 according to the invention. The end of the U-shaped profile 70 of the central rail facing the sliding door 10 is covered by a closing element 72, which is preferably designed as an injection molding 76 made of fiber-reinforced plastic or as an aluminum injection molding. The additional closing element 72 is fixed to the vehicle structure 96 or the center rail 40 by means of the retaining screw 74. The closure element 72 may alternatively be fastened to the vehicle structure 96 by means of a mushroom or rivet formed on the vehicle body. Furthermore, the closing element can additionally be glued to the open end of the central rail 40. Bending of the U-profile is likewise prevented by such a closure element 72. As an alternative to injection-molded parts, the closure element 72 can also be designed as a sheet metal profile 78, as shown in fig. 6. The plate profile 78 closes the open end of the U-profile and can likewise be connected to the rail or vehicle structure 96 by screwing or by welding.

Fig. 7 and 8 show further exemplary embodiments of the locking element 50 which are intended to prevent bending of the central rail 40. In this case, a one-part or multi-part sheet metal clip 80 is provided, which at least partially surrounds the legs of the U-shaped profile 70 and thus prevents the U-shaped profile 70 from bending.

Fig. 9 shows a further exemplary embodiment of a locking element 50 for a sliding door kinematics 20 according to the invention. The locking element 50 here comprises a locking pawl 82 which can be actuated electrically or mechanically. The locking pawl 82 is guided into the connecting element 42 or the central roller bracket 46 and locks with said connecting element 42 or the central roller bracket 46 when the sliding door 10 is in the closed end position. In electrically operated sliding doors 10, the electric drive motor 12 for opening and closing the sliding door 10 can be used to introduce the locking pawl 82 into the bearing element 44 via a corresponding coupling element. Otherwise an additional electric drive unit 88 must be provided for electrical locking. Alternatively, the mechanical actuation can also be performed by means of another actuating element 86.

Fig. 10 shows a further exemplary embodiment of a locking element 50. In this variant embodiment, the locking pawl 82 or the latching pawl 84 is guided by the actuating element 86 into the central roller bracket 46 or the connecting element 42 when the sliding door 10 is in the closed end position, in order to form an additional form-fitting structure.

List of reference numerals

10 sliding door

12 electric drive motor

14 door body

16 operating mechanism

18 window glass

20 kinematic mechanism

22 upper guide rail

24 connecting element

26 sliding element

28 Upper roller bracket

30 lower guide rail

32 connecting element

34 sliding element

36 lower roller bracket

38 roller

40 middle guide rail

42 connecting element

44 sliding element

46 middle roller bracket

48 door handle

50 locking element

52 sheet corner

54 collision hook

56 locking pin

58 locking sleeve

60 opening

62 connecting plate

64 locking element

66 holding rivet

68 holding screw

70U-shaped section bar

72 closure element

74 holding screw

76 Plastic cover

78 plate section bar

80 plate clip

82 stop pawl

84 locking claw

86 operating mechanism

88 electric drive unit

90 control device

92 top beam

94 door sill

96 vehicle structure

98 rotating shaft