Four-bar linkage device for preventing swing of sliding door of vehicle

Abstract

The present invention relates to a four-bar linkage device for preventing a swing of a sliding door of a vehicle. The device for preventing a swing of a sliding door comprises a rail located at a vehicle body, an arm bracket attached to a door panel of a vehicle door, a slider capable of sliding on the rail in a front and back direction, a first arm having a first side hingedly coupled to the arm bracket and a second side hingedly coupled to a first side of the slider, a second arm having a first side hingedly coupled to the arm bracket and a second side hingedly coupled to a second side of the slider, and a latch member located at the slider for adjusting a rotation of the first and second arms, wherein the first and second arms push the vehicle door outward while being stretched and unfolded during a first stage operation, and the slider slides on the rail to fully open the vehicle door during a second stage operation.

Description

[0001] Cross-reference to related applications

[0002] This application claims the benefit of Korean Patent Application No. 10-2020-0129535, filed on October 7, 2020, with the Korean Intellectual Property Office, which is incorporated herein by reference. Technical Field

[0003] This invention relates to a four-bar linkage for preventing the sliding doors of a vehicle from shaking. Background Technology

[0004] Typically, a vehicle has a passenger compartment of a predetermined size in which the driver or accompanying passengers can sit. The passenger compartment door is installed on the vehicle body to open or close the passenger compartment.

[0005] The sliding passenger compartment opening / closing door includes a front sliding door and a rear sliding door. The front sliding door is installed at the front along the longitudinal direction of the vehicle, and the rear sliding door is installed at the rear along the longitudinal direction of the vehicle. The front and rear sliding doors are typically installed to move along tracks installed on the vehicle body or doors.

[0006] Figure 1 To illustrate the vehicle body view, the vehicle has doors that open or close in a sliding manner as described in the related art. The doors in the related art (which operate in a sliding manner to open or close the passenger compartment) include an upper rail 10, a middle rail 20, and a lower rail 30. The upper rail 10 is configured to support the upper part of the door 1 when it slides, to ensure forward / reverse sliding operation of the door 1 connected to the vehicle body 2. The middle rail 20 is configured to support the middle part of the door 1 when it slides, and the lower rail 30 is configured to support the lower part of the door 1 when it slides.

[0007] However, since the tracks 10, 20 and 30 used to slide the door 1 and the components associated with the tracks 10, 20 and 30 are mounted on the vehicle body, there are concerns that the weight of the vehicle and the number of vehicle components will increase, and the design freedom of the vehicle will be reduced.

[0008] Therefore, a two-track door device for vehicles (where only the middle and lower tracks support the door, allowing it to slide) has been developed to solve the aforementioned problems in related technologies. As an example of this technology, Korean Patent No. 10-1584536 discloses a sliding door device for vehicles.

[0009] The prior art shows a configuration in which a door track (middle track) is installed on the sliding door and a body track is installed on the body, such that a central slider connected to the door track and a lower slider connected to the body track can move to open or close the sliding door.

[0010] Reference Figure 1 In the related art sliding structure, there are two support points supporting the sliding door, including a contact point A between a lower rail of a vehicle body and a lower slider and a contact point B between a center rail and a center slider. However, as shown in Figure 2 there is a problem in that the door 1 rocks in a direction indicated by an arrow shown in Figure 2 There is a concern that the rocking of the door 1 causes a gap between the door and a door frame when the door is opened or closed, and the rocking of the door 1 deteriorates the marketability of the vehicle. SUMMARY

[0011] The present invention relates to a four-bar linkage device for preventing a sliding door of a vehicle from rocking. A specific embodiment relates to an anti-rocking device including a rail installed to a lower portion of a vehicle body, an arm bracket attached to a door panel of a door assembled with the vehicle body, a slider installed to be slidable in a front-rear direction on the rail, a first arm having one side hingedly coupled to the arm bracket and the other side hingedly coupled to one side of the slider, a second arm having one side hingedly coupled to the arm bracket and the other side hingedly coupled to the other side of the slider, and a catch member installed to the slider and configured to adjust rotation of the first and second arms.

[0012] Embodiments of the present invention provide a configuration of a device for preventing a sliding door of a vehicle from rocking, which can prevent the sliding door from rocking, prevent a gap from being formed in the sliding door, and improve the design freedom of a door frame.

[0013] An exemplary embodiment of the present invention provides a four-bar linkage device for preventing a sliding door of a vehicle from rocking, the four-bar linkage device including a rail installed to a lower portion of a vehicle body, an arm bracket attached to a door panel of a door assembled with the vehicle body, a slider installed to be slidable in a front-rear direction on the rail, a first arm having one side hingedly coupled to the arm bracket and the other side hingedly coupled to one side of the slider, a second arm having one side hingedly coupled to the arm bracket and the other side hingedly coupled to the other side of the slider, and a catch member installed to the slider and configured to adjust rotation of the first and second arms.

[0014] The four-bar linkage device for preventing a sliding door of a vehicle from rocking according to the embodiments of the present invention configured as described above does not require an upper rail and a center rail installed in the sliding door of the related art. Accordingly, the four-bar linkage device can be applied to the sliding door of various vehicles such as a hatchback, thereby improving the design freedom of the vehicle.

[0015] It is also possible to stably open or close the door by preventing the door from shaking, and preventing a gap between the door and the door frame from occurring due to shaking of the door. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 A configuration view of a door opened or closed in a sliding manner in the related art is shown.

[0017] Figure 2 A detailed view of a door opened or closed in a sliding manner in the related art is shown.

[0018] Figure 3 A view showing a state in which the anti-shaking device according to an embodiment of the present application is installed.

[0019] Figure 4 A perspective view of the anti-shaking device according to an embodiment of the present application.

[0020] Figure 5 A detailed perspective view of the anti-shaking device according to an embodiment of the present application.

[0021] Figures 6A to 6D A detailed view of each component of the anti-shaking device according to an embodiment of the present application, in which Figure 6A is a detailed view of a rail, Figure 6B is a detailed view of a slider, Figure 6C is a detailed view of a first arm and a second arm, Figure 6D is a detailed view of a lock catch component.

[0022] Figure 7A and Figure 7B is a view showing an operation sequence of the anti-shaking device according to an embodiment of the present application, in which Figure 7A is a view showing a state in which the anti-shaking device is operated in a first stage, Figure 7B is a view showing a state in which the anti-shaking device is operated in a second stage.

[0023] Figures 8A to 8C is a view showing a state in which the anti-shaking device according to an embodiment of the present application is operated in a first stage, in which Figure 8A is a top view showing a door closed state, Figure 8B is a top view showing a door opened state, Figure 8C is a detailed view of a lock catch component.

[0024] Figure 9 is a view showing a state in which the anti-shaking device according to an embodiment of the present application is operated in a second stage, i.e., a top view showing a state in which a door is moved in a door opened state. DETAILED DESCRIPTION

[0025] Hereinafter, the configuration and operation of the four-bar linkage device for preventing the swing of a sliding door of a vehicle according to an embodiment of the present application will be described in detail with reference to the accompanying drawings.

[0026] However, the disclosed drawings are provided as examples to completely convey the spirit of the present application to those skilled in the art. Therefore, the present application is not limited to the disclosed drawings, but can be designated as other cases.

[0027] Unless defined otherwise, the terms used in the specification of the present application have meanings commonly understood by those of ordinary skill in the art to which the present application pertains, and detailed descriptions of well-known functions and configurations will be omitted in the following description and the accompanying drawings to avoid unnecessarily obscuring the subject matter of the present application.

[0028] Figure 3 To show a view of a state in which the anti-swing device according to an embodiment of the present application is installed, Figure 4 is a perspective view of the anti-swing device according to an embodiment of the present application.

[0029] First, referring to Figure 3 , the four-bar linkage device for preventing the swing of a sliding door of a vehicle according to an embodiment of the present application (hereinafter, referred to as "anti-swing device") includes a rail 120 installed to a lower portion of a vehicle body 2 of a vehicle and an arm bracket 170 attached to a door panel 110 of a door 100 assembled with the vehicle body 2.

[0030] As shown in Figure 4 , a first arm 150 and a second arm 160 are hingedly coupled to the arm bracket 170, the first arm 150 and the second arm 160 are hingedly coupled to a slider 130 configured to slide in a front and rear direction on a passage 123 of the rail 120, and the operation of the first arm 150 and the second arm 160 is adjusted by a latch member 140 installed to the slider 130.

[0031] Unlike the configuration of the sliding door including an upper rail, a middle rail, and a lower rail in the related art, the anti-swing device according to an embodiment of the present application has only a lower rail without an upper rail and a middle rail, and the anti-swing device has been conceived to eliminate the following structural limitation of the sliding door in the related art that requires the installation of an upper rail and a middle rail to open or close the sliding door.

[0032] Hereinafter, the configuration of the anti-swing device according to an embodiment of the present application will be described in more detail.

[0033] Figure 5 is a detailed perspective view of a latch member of the anti-swing device according to an embodiment of the present application, Figures 6A to 6Dfor a detailed view of each component of the anti-shaking device according to the embodiment of the present application, wherein Figure 6A for a detailed view of the rail, Figure 6B for a detailed view of the slider, Figure 6C for a detailed view of the first and second arms, Figure 6D for a detailed view of the lock catch member.

[0034] Referring to Figure 5 , the anti-shaking device according to the embodiment of the present application includes a rail 120 installed at a lower portion of a vehicle body 2 of a vehicle, an arm bracket 170 attached to a door panel 110 of a door 100 assembled with the vehicle body 2, a slider 130 installed to be slidable in a front-rear direction on the rail 120, a first arm 150 one side of which is hingedly coupled to the arm bracket 170 and the other side of which is hingedly coupled to one side of the slider 130, a second arm 160 one side of which is hingedly coupled to the arm bracket 170 and the other side of which is hingedly coupled to the other side of the slider 130, and a lock catch member 140 installed to the slider 130 and configured to adjust rotation of the first and second arms 150 and 160.

[0035] The slider 130 has a bearing 132 embedded in a box-shaped housing 131 so that the slider 130 can slide on a passage 123 of the rail 120.

[0036] The lock catch member 140 includes first and second engaging members 141 and 145 to adjust rotation of the first and second arms 150 and 160, and has a structure for limiting movement of the slider 130 and rotation of the second arm 160.

[0037] Next, referring to Figure 6A , the rail 120 has a main body in a flat plate shape serving as a member attached to a lower portion of the vehicle body 2, a lower surface 121 and an upper surface 122 of the main body being curved from a bottom surface 126, and a passage 123 for the slider 130 to slide being defined in a space between the lower surface 121 and the upper surface 122.

[0038] A lug 124 protruding upward is formed at one end of the rail 120. A rail striker 125 is formed downward from a bottom surface of the lug 124, and is inserted into a protrusion inner hole 143a formed between insertion protrusions 143 of the first engaging member 141 of the lock catch member 140 so as to control rotation of the first engaging member 141.

[0039] Next, referring to Figure 6BThe slider 130 has a box-shaped housing 131, and a bearing 132 is embedded in the housing 131 so that the slider 130 can slide on the passage 123 of the rail 120. An insertion protrusion 133 is formed on the upper surface of one side of the housing 131, and a pair of inner insertion protrusions 134 are formed on the upper and lower surfaces of the other side of the housing 131, respectively. A long hole 135 is formed on one side of the housing 131, the long hole 135 being formed of an extension surface 136 on the upper side thereof and a stepped protrusion 138 on the lower side thereof. The lug 124 of the rail 120 and a latch member 140 are disposed in the inner space of the long hole 135. A flange 137 protruding toward the direction of the arm bracket 170 is integrally formed with the extension surface 136, and the latch member 140 is coupled to the lower portion of the flange 137.

[0040] Referring to Figure 6C The first arm 150 includes a central rod 151 extending in the longitudinal direction thereof and a connecting rod 152 extending by being bent perpendicularly to one side of the central rod 151. A coupling hole 153 is formed on the end of the connecting rod 152, and an insertion hole 154 is formed on the other side of the central rod 151, into which the insertion protrusion 133 of the slider 130 is inserted.

[0041] Next, the second arm 160 includes a main body 161 having a flat plate shape, and an entry hole 162 is formed on one side of the main body 161. An inner insertion hole 163 is formed on the other side of the main body 161, into which the pair of inner insertion protrusions 134 of the slider 130 are inserted, respectively. An arm striker 164 protruding upward is formed on the upper surface of the main body 161.

[0042] The arm bracket 170 is a member attached to the door panel 110 of the vehicle door 100, and includes a first arm hinge member 171 hingedly coupled to the coupling hole 153 of the first arm 150 and a second arm hinge member 172 hingedly coupled to the entry hole 162 of the second arm 160. Figure 8B The configuration of the first arm hinge member 171 and the second arm hinge member 172 of the arm bracket 170 is shown.

[0043] Referring to Figure 6D The latch member 140 according to the embodiment of the present application includes a first engagement member 141 configured to control the movement of the slider 130 and a second engagement member 145 configured to control the rotation of the second arm 160. The latch member 140 is coupled to the lower portion of the flange 137 of the slider 130.

[0044] The latch member 140 has a protrusion 148a (see Figure 6B), the protrusions 148a respectively penetrate the bodies of the first and second engaging members 141 and 145 and have springs 148 (see Figure 5 ), the springs 148 are respectively interposed between the protrusions 148a and the bodies of the first and second engaging members 141 and 145. The first engaging member 141 has an engaging surface 142 at one side thereof and a pair of insertion protrusions 143 at the upper side thereof, the engaging surface 142 being in surface contact with the second engaging member 145. A protrusion inner hole 143a for insertion of the rail striker 125 of the rail 120 is formed between the insertion protrusions 143. The first engaging member 141 has an engaging protrusion 144 extending from the lower portion of the insertion protrusions 143.

[0045] The second engaging member 145 has an engaging surface 146 at one side thereof and a pair of inner insertion protrusions 147 at the lower side thereof, the engaging surface 146 being in surface contact with the first engaging member 141. An inner insertion protrusion inner hole 147a for insertion of the arm striker 164 of the second arm 160 is formed between the inner insertion protrusions 147.

[0046] On the other hand, the lock member 140 has a cylindrical stopper 149 vertically extending to the lower portion of the flange 137 protruding outward from the extension surface 136 of the slider 130. When the door 100 is in the closed state, the engaging protrusion 144 of the first engaging member 141 is engaged by the stopper 149, thereby preventing any further rotation of the first engaging member 141. When the door 100 is in the open state, a portion of the engaging surface 146 of the second engaging member 145 is engaged by the stopper 149, thereby preventing any further rotation of the second engaging member 145.

[0047] Since the springs 148 provide elastic force to the first and second engaging members 141 and 145, rotation and return of the engaging members 141 and 145 are automatically performed by the elastic force according to the open or closed state of the door 100.

[0048] Next, the operation of the anti-rattling device according to the embodiment of the present application configured as described above will be described.

[0049] Figure 7A and Figure 7B for showing the operation sequence of the anti-rattling device according to the embodiment of the present application, in which Figure 7A for showing the state of the anti-rattling device in the first stage operation, Figure 7B for showing the state of the anti-rattling device in the second stage operation.

[0050] First, the anti-rattling device according to the embodiment of the present application performs the following operation: the first stage operation, as in FIGS. 1 to 4.Figure 7A the first and second arms 150 and 160, which are hingedly coupled to the slider 130 (the slider 130 slides on the rail 120 installed to the vehicle body 2 when the vehicle door 100 is opened), push the vehicle door 100 toward the outside of the vehicle body 2 while being stretched and unfolded; and a second stage operation, as shown in Figure 7B the slider 130 slides on the rail 120 to completely open the vehicle door 100 by moving the vehicle door 100 pushed toward the outside of the vehicle body 2.

[0051] Figures 8A to 8C to show a view of a state of the anti-rattling device according to the embodiment of the present application in a first stage operation, Figure 8A to show a plan view of a state of the vehicle door closed, Figure 8B to show a plan view of a state of the vehicle door opened, Figure 8C to show a detailed perspective view of the latch member in a state of the vehicle door opened.

[0052] First, as shown in Figure 8A in a closed state of the vehicle door 100, the rail striker 125 installed to the rail 120 is engaged by the protrusion inner hole 143a between the insertion protrusions 143 of the first engaging member 141 of the latch member 140, so that the slider 130 coupled to the latch member 140 is in a locked state in which the slider 130 cannot slide.

[0053] As shown in Figure 8B and Figure 8C when the vehicle door 100 is opened in this state, the first and second arms 150 and 160 are stretched and unfolded, so that the second engaging member 145 of the latch member 140 is rotated, and the first engaging member 141 having the engagement surface 142 in contact with the engaging surface 146 is also rotated along with the rotation of the second engaging member 145. By the rotation of the second engaging member 145, the arm striker 164 of the second arm 160 is inserted into the inner insertion protrusion inner hole 147a between the inner insertion protrusions 147 of the second engaging member 145, so that the second engaging member 145 cannot be further rotated. Accordingly, the unfolding of the second arm 160 is also stopped. However, as the first engaging member 141 is rotated, the rail striker 125 engaged by the protrusion inner hole 143a between the insertion protrusions 143 of the first engaging member 141 is released from the protrusion inner hole 143a, so that the slider 130 coupled to the latch member 140 can slide, whereby the slider 130 is unlocked.

[0054] Figure 9 to show a view of a state of the anti-rattling device according to the embodiment of the present application in a second stage operation. When the vehicle door 100 is opened as Figure 8B and Figure 8CWhen the illustrated vehicle door opening state is moved backward or forward, the slider 130 supports the movement of the vehicle door 100 while sliding on the passage 123 of the rail 120 as the vehicle door 100 moves, and does not need to additionally rotate the first and second engagement members 141 and 145 of the latch member 140 because the slider 130 is in the unlocked state. Then, when the vehicle door 100 is completely opened, the slider 130 stops sliding.

[0055] Therefore, the anti-rattling device according to the embodiment of the present application, which is operated as described above, can stably open or close the vehicle door 100 by preventing rattling of the vehicle door 100, and prevent the occurrence of a gap between the vehicle door and the vehicle door frame caused by rattling of the vehicle door.

[0056] On the other hand, the operation of closing the vehicle door 100 according to the embodiment of the present application is performed in the reverse order to the operation of opening the vehicle door 100.

Claims

1. A device for preventing a swing of a sliding door of a vehicle, the device comprising: a rail installed to a lower portion of a vehicle body and formed with a rail impact piece; an arm bracket attached to a door panel of a vehicle door configured to be assembled with the vehicle body; a slider installed to be slidable in a front-rear direction on the rail; a first arm hingedly coupled to the arm bracket at a first side and to a first side of the slider at a second side; a second arm hingedly coupled to the arm bracket at a first side and to a second side of the slider at a second side, the second arm formed with an arm impact piece; a lock catch member installed to the slider and configured to regulate a rotation of the first arm and the second arm by cooperating with the rail impact piece and the arm impact piece; wherein the first arm and the second arm hingedly coupled to the slider are configured to push the vehicle door outward of the vehicle body while being stretched and unfolded during a first stage operation of opening the vehicle door, the slider configured to slide when the vehicle door is opened; wherein the slider is configured to slide on the rail during a second stage operation of opening the vehicle door to completely open the vehicle door by moving the vehicle door pushed outward of the vehicle body. the rail comprises:

2. The apparatus for preventing the swing of a sliding door of a vehicle according to claim 1, wherein, a lug formed at a first end of the rail and having an upwardly protruding shape; and a rail impact piece formed downward from a bottom surface of the lug. 3.The device for preventing a swing of a sliding door of a vehicle according to claim 1, wherein: the slider has a box-shaped housing; an insertion protrusion is formed at an upper surface of a first side of the housing, and a pair of inner insertion protrusions are formed at an upper surface and a lower surface of a second side of the housing, respectively; a long hole is formed at the first side of the housing, the long hole formed by an extended surface at an upper side thereof and a stepped protrusion at a lower side thereof; a flange protruding toward a direction of the arm bracket is integrally formed with the extended surface, and the lock catch member is coupled to a lower portion of the flange. the first arm comprises:

4. The apparatus for preventing the swing of a sliding door of a vehicle according to claim 3, wherein, a central rod; a connecting rod extended by being vertically bent at a first side of the central rod and having a coupling hole at an end portion thereof; and an insertion hole at a second side of the central rod, wherein the insertion protrusion of the slider is inserted into the insertion hole. the second arm comprises:

5. The apparatus for preventing the swing of a sliding door of a vehicle according to claim 3, wherein, a main body having a flat plate shape; an entry hole at a first side of the main body; an inner insertion hole at a second side of the main body, wherein the pair of inner insertion protrusions of the slider are inserted into the inner insertion hole; and an arm impact piece at an upper surface of the main body, wherein the arm impact piece protrudes upward. 6.The device for preventing a swing of a sliding door of a vehicle according to claim 1, wherein: the slider is configured to support a movement of the vehicle door while sliding on a passage of the rail when the vehicle door moves backward or forward; the slider is configured to stop sliding when the vehicle door is in a fully opened state. 7.A device for preventing a swing of a sliding door of a vehicle, the device comprising: ​ a rail installed at a lower portion of a vehicle body and formed with a rail striker; an arm bracket attached to a door panel of a door configured to be assembled with the vehicle body; a slider installed to be slidable in a front-rear direction on the rail; a first arm hingedly coupled at a first side to the arm bracket and at a second side to a first side of the slider; a second arm hingedly coupled at a first side to the arm bracket and at a second side to a second side of the slider, the second arm being formed with an arm striker; and a latch member installed to the slider and configured to regulate rotation of the first arm and the second arm by cooperating with the rail striker and the arm striker, the latch member including: a first engagement member configured to control movement of the slider; and a second engagement member configured to control rotation of the second arm; wherein the first arm and the second arm hingedly coupled to the slider are configured to push the door toward an outside of the vehicle body while the first arm and the second arm are stretched and unfolded during a first stage operation of opening the door, the slider being configured to slide when the door is opened; wherein the slider is configured to slide on the rail during a second stage operation of opening the door to completely open the door by moving the door pushed toward the outside of the vehicle body.

8. The apparatus for preventing the swing of a sliding door of a vehicle according to claim 7, wherein, The latch member further includes a protrusion configured to penetrate into a body of the first engagement member and the second engagement member, respectively, and a spring interposed between the protrusion and the bodies of the first engagement member and the second engagement member, respectively.

9. The apparatus for preventing the swing of a sliding door of a vehicle according to claim 8, wherein, The first engagement member includes: an engagement surface located at a first side of the first engagement member in surface contact with the second engagement member; a pair of insertion protrusions located at an upper side of the first engagement member; a protrusion inner hole located between the pair of insertion protrusions, wherein the rail striker of the rail is inserted into the protrusion inner hole; and an engagement protrusion extended from a lower portion of the pair of insertion protrusions.

10. The apparatus for preventing the swing of a sliding door of a vehicle according to claim 7, wherein, The second engagement member includes: an engagement surface located at a first side of the second engagement member in surface contact with the first engagement member; a pair of inner insertion protrusions located at a lower side of the second engagement member; and an inner insertion protrusion inner hole located between the pair of inner insertion protrusions, wherein the arm striker of the second arm is inserted into the inner insertion protrusion inner hole.

11. The apparatus for preventing the swing of a sliding door of a vehicle according to claim 10, further comprising: a stopper vertically extended to a lower portion of a flange protruding outward from an extended surface of the slider. 12.The apparatus for preventing a swing of a sliding door of a vehicle according to claim 11, wherein: the second engagement member is configured to rotate when the first arm and the second arm are stretched and unfolded, and the first engagement member is configured to rotate with the rotation of the second engagement member; the arm striker of the second arm is configured to be inserted into the inner insertion protrusion inner hole by the rotation of the second engagement member so that the second engagement member cannot be rotated any further; The rail striker engaged with the protrusion inner hole between the pair of insertion protrusions of the first engagement member is configured to be disengaged from the protrusion inner hole as the first engagement member rotates, to enable the slider coupled to the latch member to slide, so that the slider is unlocked. 13.A vehicle, comprising: a vehicle body; a vehicle door coupled to the vehicle body, the vehicle door including a door panel; a rail installed at a lower portion of the vehicle body and formed with a rail striker; an arm bracket attached to the door panel; a slider installed to be slidable on the rail in a front-rear direction of the vehicle; a first arm hingedly coupled to the arm bracket at a first side and to a first side of the slider at a second side; a second arm hingedly coupled to the arm bracket at a first side and to a second side of the slider at a second side, the second arm formed with an arm striker; a latch member installed to the slider and configured to adjust rotation of the first arm and the second arm by cooperating with the rail striker and the arm striker; wherein the first arm and the second arm hingedly coupled to the slider are configured to push the vehicle door toward an outside of the vehicle body while the first arm and the second arm are stretched and unfolded during a first stage operation of opening the vehicle door, the slider configured to slide when the vehicle door is opened; wherein the slider is configured to slide on the rail during a second stage operation of opening the vehicle door to fully open the vehicle door by moving the vehicle door pushed toward the outside of the vehicle body. The rail includes:

14. The vehicle of claim 13, wherein, a lug formed at a first end of the rail and having an upwardly protruding shape; and a rail striker formed downward from a bottom surface of the lug. 15.The vehicle of claim 13, wherein: the slider has a box-shaped housing; an insertion protrusion is formed at an upper surface of a first side of the housing, and a pair of inner insertion protrusions are formed at an upper surface and a lower surface of a second side of the housing, respectively; a long hole is formed at the first side of the housing, the long hole formed by an extended surface at an upper side thereof and a stepped protrusion at a lower side thereof; a flange protruding toward a direction of the arm bracket is integrally formed with the extended surface, and the latch member is coupled to a lower portion of the flange. The first arm includes:

16. The vehicle of claim 15, wherein, a central rod; a connecting rod extended by being vertically bent at a first side of the central rod and having a coupling hole at an end portion thereof; and an insertion hole at a second side of the central rod, wherein an insertion protrusion of the slider is inserted into the insertion hole. The second arm includes:

17. The vehicle of claim 15, wherein, a main body having a flat plate shape; an entry hole at a first side of the main body; an inner insertion hole at a second side of the main body, wherein a pair of inner insertion protrusions of the slider are inserted into the inner insertion hole; and an arm striker at an upper surface of the main body, wherein the arm striker protrudes upward. 18.The vehicle of claim 13, wherein: the slider is configured to support movement of the vehicle door while sliding on a passage of the rail when the vehicle door moves backward or forward. ​ The slider is configured to stop sliding when the door is in a fully open state.

19. The vehicle of claim 18, wherein, The lock catch member includes: a first engaging member configured to control movement of the slider; a second engaging member configured to control rotation of the second arm; a protrusion configured to penetrate into a body of the first engaging member and a body of the second engaging member, respectively; and a spring interposed between the protrusion and the bodies of the first and second engaging members, respectively.

20. The vehicle of claim 19, wherein, The first engaging member includes: an engagement surface located on a first side of the first engaging member in surface contact with the second engaging member; a pair of insertion protrusions located on an upper side of the first engaging member; a protrusion inner hole located between the pair of insertion protrusions, wherein a rail striker of the rail is inserted into the protrusion inner hole; and an engaging protrusion extending from a lower portion of the pair of insertion protrusions.

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