Kinematics for a sliding door of a motor vehicle and sliding door

Abstract

Kinematics (20) for a sliding door (10) of a motor vehicle with a vehicle structure (96), wherein the sliding door (10) is displaceable relative to the vehicle structure (96) via sliding and bearing elements (26, 34, 44), wherein the kinematics comprises an upper guide rail (22), with which the sliding door (10) is displaceably mounted on a roof pillar (92) of the vehicle structure (96), and a lower guide rail (30), with which the sliding door (10) is displaceably mounted on a door sill (94) of the vehicle structure (96), and with a central guide rail (40), on which the sliding door (10) is displaceably mounted via a third bearing element (44), wherein a securing element (50) connected to the vehicle structure (96) is provided, which inhibits bending of the central guide rail (40) in order to prevent the third bearing element from being torn out. (44) from the middle guide rail (40),or the securing element (50) provides additional positive locking of the third bearing element (44) when the sliding door (10) is in a closed end position, characterized in that the securing element (50) has a tab (62) with an opening or a sheet metal angle (52) with an opening, into which a locking pin (56) connected to the sliding door (10) or a locking sleeve (58) connected to the sliding door (10) engages when the sliding door (10) is in the closed end position, wherein the third bearing element (44) comprises a central roller carriage (46) which is connected to a door body (14) of the sliding door (10) via a connecting element (42),and wherein an additional positive connection is established between the central roller carriage (46) and the securing element (50) by means of the tab (62) or the sheet metal angle (52) and the locking pin (56) engaging in the tab (62) or the sheet metal angle (52) or the locking sleeve (58).

Description

[0001] The invention relates to a kinematics for a sliding door of a motor vehicle and a sliding door with such kinematics according to the preamble of the independent patent claims.

[0002] Motor vehicles, in particular minibuses, delivery vans or vans, are known from the prior art, in which a sliding door is provided on at least one side of the vehicle to make getting into the vehicle easier. Sliding doors offer the advantage over conventional hinged doors that they allow the doors to be opened fully, even in tight parking spaces or other limited space conditions, and thus enable passengers to board the vehicle easily and comfortably or to load a small van easily. In general, sliding doors require greater forces when opening or closing than conventional motor vehicle doors. Therefore, electrically operated sliding doors are known from the prior art, in which the door is opened and closed by an electric drive.

[0003] Current crash tests and the pursuit of ever-higher safety standards mean that even the passive crash structure of a motor vehicle must be continually optimized. Adopting the NAR crash test requirements, particularly in a side impact, can deform the vehicle structure to such an extent that, in vehicles with side sliding doors, this can lead to the sliding mechanism of a sliding door being torn from the center guide rail. This situation can lead to the doors opening in an accident and is therefore undesirable.

[0004] EP 0 869 878 B1 discloses a side door for a motor vehicle, wherein the vehicle door has at least two impact beams and at least one window guide part. It is provided that retaining elements are arranged on the door and / or on the vehicle structure, which, in the event of any impact, cause the retaining elements to claw into each other, so that the vehicle doors are always held in position in an accident and the risk of passengers being ejected is reduced by connecting the vehicle door to the roof and / or the sill area of ​​the floor assembly to reduce stress by increasing structural rigidity and distributing impact energy.

[0005] A sliding door structure of a vehicle is known from DE 10 2009 040 274 ​​A1. The sliding door structure includes a sliding door that slides in a vehicle longitudinal direction on a side of a vehicle body. The sliding door structure further includes a center rail extending substantially in the vehicle longitudinal direction on the side of the vehicle body for guiding a roller provided on the sliding door, and an expansion prevention bracket provided at a front end portion of the center rail for connecting a pair of facing guide surface portions to prevent expansion of the center rail end. This can prevent expansion of the guide rail end in the event that an external load acts on the sliding door when the sliding door is in a closed state.

[0006] DE 20 2005 017 077 U1 discloses a sliding door for a motor vehicle, wherein the sliding door is secured by an engagement element when the sliding door is in a closed position in order to prevent unwanted opening of the sliding door.

[0007] Furthermore, EP 0 356 373 A1 discloses a sliding door for a motor vehicle, wherein the sliding door has a slide rail in a lower door section, on which the sliding door is held and can be displaced along a vehicle body.

[0008] However, the disadvantage of the solutions known from the state of the art is that these solutions only support the vehicle door in the upper and lower door area, so that the risk of the sliding door being torn out of the central guide rail can only be mitigated to a limited extent with such a solution.

[0009] The invention is based on the object of improving the stability of the fastening of a sliding door in the event of a side impact and, in particular, of preventing the sliding door from being torn out of the guide of the central roller carriage.

[0010] According to the invention, this object is achieved by a kinematic system for a sliding door of a motor vehicle, wherein the sliding door is displaceable relative to the vehicle structure via sliding and bearing elements. The kinematic system comprises an upper guide rail, by which the sliding door is displaceably mounted on a roof pillar of the vehicle structure. The kinematic system further comprises a lower guide rail, by which the sliding door is displaceably mounted on a door sill of the vehicle structure.Furthermore, a central guide rail is provided, on which the sliding door is slidably mounted via a third bearing element, wherein a securing element connected to the vehicle structure is provided, which inhibits bending of the central guide rail in order to prevent the third bearing element from being torn out of the central guide rail, or creates an additional positive locking of the third bearing element when the sliding door is in a closed end position. According to the invention, the securing element has an opening or a sheet metal angle with an opening, into which a locking pin connected to the sliding door or a locking sleeve connected to the sliding door engages when the sliding door is in the closed end position. The third bearing element comprises a central roller carriage, which is connected to a door body of the sliding door via a connecting element.The tab and the locking pin or locking sleeve engaging in the tab create an additional positive connection between the center roller carriage or the connecting element. The inventive kinematics reinforce the three-point support of the sliding door, with the support point on the center guide rail being particularly strengthened to prevent the sliding door from being torn out of the guide rails. This prevents the sliding door from being torn out of the guide rails, even in the event of strong accident forces, particularly a severe side impact, thereby minimizing the risk of a passenger being ejected from the vehicle. Furthermore, higher impact energies can be transmitted into the vehicle structure, so that the load in a side impact can be better compensated overall and leads to lower stress on the vehicle occupants.

[0011] The features listed in the dependent claims enable advantageous improvements and further developments of the kinematics specified in the independent claim for a sliding door of a motor vehicle.

[0012] According to the invention, the middle bearing element comprises a middle roller carriage and a connecting element, wherein the middle roller carriage is connected to a door body of the sliding door via the connecting element. A roller carriage connected to the door body via a connecting element enables the sliding door to open and close smoothly. Furthermore, in conjunction with the roller carriages of the other two guide rails, a system is created which makes it more difficult for the sliding door to tip over or jam. The upper guide rail integrated into the roof pillar and the lower guide rail integrated into the sill can generally absorb greater forces than the bearing element on the middle guide rail. It is therefore particularly effective to specifically protect the bearing element on the middle guide rail with a securing element in order to avoid a potential weak point.

[0013] In an embodiment not belonging to the invention, it is provided that the securing element comprises a sheet metal angle into which a crash hook engages at least in sections when the sliding door is in the closed end position.

[0014] This means that when the sliding door is in its closed end position, the bearing element is connected to the vehicle structure via a second positive connection, reducing the risk of the third bearing element tearing out of the guide rail. For this purpose, a crash hook is provided on the roller carriage itself or on the connecting element, which engages in a recess in the sheet metal angle when the sliding door is in its closed end position. When the sliding door is moved into the closed position, the crash hook is inserted into the retaining plate. In the closed position, this creates a positive connection between the crash hook and the retaining plate. The retaining plate is firmly connected to the vehicle body. This creates a highly resilient, positive connection that prevents the roller carriage from tearing out of the central guide rail.

[0015] According to the invention, it is advantageously provided that the securing element has a tab with an opening into which a locking pin or locking sleeve engages when the sliding door is in the closed end position. A tab and a locking pin or locking sleeve engaging the tab can also create a positive connection between the roller carriage or the connecting element, thereby specifically increasing the mechanical strength in the closed end position. Thus, even high impact forces can be transmitted to the body structure in the event of a side impact without the sliding door being torn from its anchorage.

[0016] Furthermore, it is advantageously provided, alternatively or additionally, that the middle guide rail is designed as a U-profile, wherein a retaining rivet or a retaining screw is provided at an end of the middle guide rail facing the third bearing element, which rivet or a retaining screw connects the two legs of the U-profile to each other and thus prevents the U-shaped middle guide rail from bending. A retaining rivet or a retaining screw can specifically prevent or mitigate the bending of the legs of the U-profile, allowing greater forces to be absorbed without the third bearing element being torn from the middle guide rail.

[0017] Alternatively or additionally, it is advantageously provided that the middle guide rail is designed as a U-profile, wherein the end of the middle guide rail facing the third bearing element is closed by a closure element that prevents the legs of the U-profile from bending open. A closure element can prevent the U-profile of the middle guide rail from bending open in a similarly advantageous manner as a retaining rivet or a retaining screw. Such a closure element can be manufactured particularly cost-effectively as a fiber-reinforced plastic injection-molded part or an aluminum injection-molded part.

[0018] It is particularly preferred if the end element is connected directly to the vehicle structure. Alternatively, the end element is connected to the middle guide rail, preferably via a screw connection. Alternatively, the end element can also be connected to the middle guide rail via a material-to-material connection, in particular a welded, soldered, or adhesive connection. Alternatively, the end element can be designed as a sheet metal cap which is placed on the open end of the middle guide rail facing the sliding door. Such a end element prevents the U-profile of the middle guide rail from bending open and ensures that the trolley is positively held on three sides when the sliding door is in the closed end position.

[0019] Furthermore, an advantageous embodiment of the invention provides that the middle guide rail is designed as a U-profile, wherein at least one clamp is arranged on an end of the middle guide rail facing the third bearing element, which clamp makes it difficult or inhibits the legs of the U-profile from bending open. Alternatively, at least one sheet metal fold is formed on the middle guide rail, which is bent such that it wraps around the legs of the U-profile in order to inhibit the U-profile from bending open. Alternatively, the mechanical load-bearing capacity at the third bearing point can be increased if at least one clamp is placed around the open legs of the U-profile, which clamp makes it difficult for the U-profile to bend open. Such a clamp can be manufactured particularly cost-effectively as a folded part or as a stamped and bent part.Alternatively, several clamps can be provided that wrap around each other in order to increase the strength, in particular the flexural rigidity of the middle guide rail, and to prevent the legs of the U-profile of the middle guide rail from bending even under high forces.

[0020] In an alternative embodiment of the invention, it is advantageously provided that the central bearing element is locked in the closed end position of the sliding door by an electrically or mechanically driven locking pawl. A locking element pivoting about a rotational axis is provided on the locking blade, which engages in an opening in the connecting element or the trolley and positively locks it when the sliding door is in the closed end position. In an electrically operated sliding door, the locking blade can be actuated by the sliding door's electric drive via a coupling, thus eliminating the need for an additional drive motor. This minimizes the additional design effort and the additional costs for additional components and assembly.

[0021] According to the invention, a sliding door for a motor vehicle with such kinematics is proposed, in which the third bearing element, in particular a central roller carriage, is secured against being torn out of the central guide rail. The tearing out of the third bearing element in the event of an accident, in particular a side impact, is made more difficult by the third bearing element being additionally blocked by a securing element in a closed position of the sliding door or by the central guide rail being inhibited from bending out. A sliding door according to the invention can prevent the sliding door from opening undesirably and passengers from being ejected from the vehicle in the event of a serious accident, in particular a serious side crash. This increases passive safety and minimizes the risk of injury to the occupants of the motor vehicle.

[0022] The various embodiments of the invention mentioned in this application can be advantageously combined with one another, unless otherwise stated in the individual case.

[0023] The invention is explained below in exemplary embodiments with reference to the accompanying drawings. Identical components or components with the same function are identified by the same reference numerals in the figures. They show: Fig. 1 a sliding door according to the invention for a motor vehicle with a door kinematics according to the invention with a securing element; Fig. 2 shows a first embodiment of a securing element of a kinematic system according to the invention for a sliding door; Fig. 3 shows a further embodiment of a securing element of a kinematics according to the invention; Fig. 4 shows an embodiment not belonging to the invention for a securing element of a sliding door kinematics according to the invention, wherein the legs of the U-shaped central guide rail are connected by means of a rivet in such a way that bending of the central guide rail in the region of the central roller carriage is inhibited; Fig. 5 shows an embodiment not belonging to the invention for a securing element of a kinematic system according to the invention, wherein the open ends of the central guide rail are held together in the region of the door stop by a locking part and thus prevented from bending open; Fig. 6 shows an embodiment not belonging to the invention for a securing element of a sliding door kinematics according to the invention, wherein the open ends of the central guide rail are connected to one another in the region of the door stop by a sheet metal cap; Fig. 7 shows a further embodiment of a securing element of a sliding door kinematics according to the invention, not belonging to the invention, wherein one or more sheet metal clamps are provided on the guide rail, which make it difficult for the guide rail to bend open; Fig. 8 shows a further embodiment of a sheet metal clamp as a securing element for a door kinematics according to the invention; Fig. 9 shows a further embodiment of a securing element of a sliding door kinematics according to the invention, wherein an electrically or mechanically lockable pawl is provided, which fixes the roller carriage in the closed end position of the sliding door; and Fig. 10 shows a further embodiment of a securing element of a kinematics according to the invention for a sliding door, wherein a lock-like latch is provided which fixes the central roller carriage in its end position.

[0024] 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 via corresponding connecting elements 24, 32, 42 and sliding and bearing elements 26, 34, 44 in guide rails 22, 30, 40 that can be fastened to the vehicle structure 96 of the motor vehicle. Preferably, an upper guide rail 22 and a lower guide rail 30 arranged parallel to the upper guide rail 22, as well as a middle guide rail 40, are provided in order to guide the sliding door 10 at three points and thus prevent the sliding door 10 from tipping or jamming. Alternatively, further guide rails are also conceivable. A first sliding element 26, in particular an upper roller carriage 28, is provided on the upper guide rail 22 and is connected to a door body 14 via a connecting element 24. The upper guide rail 22 is integrated into a roof beam 92 of the vehicle structure 96.The kinematics 20 of the sliding door 10 further comprises a lower guide rail 30, which is integrated into a door sill 94 or otherwise fixed to the body. A sliding element 34, in particular a lower roller carriage 36, is received in the lower guide rail 30 and is connected to the door body 14 of the sliding door 10 via a connecting element 32. The kinematics 20 further comprises a central guide rail 40 in which a bearing element 44 is received. The bearing element 44 comprises a central roller carriage 46, which is connected to the door body 14 via a connecting element 42. At least one actuating mechanism 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 further comprises a window pane 18, which is received in the door body 14.The sliding door 10 can be designed either as a manually operated sliding door or as an electrically operated sliding door 10. In an electrically operated sliding door 10, an electric drive motor 12 is provided on one of the guide rails 22, 30, or 40.

[0025] In Fig. 2 shows a securing element 50 not belonging to the invention, which serves to secure the bearing element 44 to the central guide rail 40. The securing element 50 comprises a sheet metal bracket 52, into which a crash hook 54 formed on the connecting element 42 or received by the connecting element 42 can be inserted. As a result, the connecting element 42 is positively received in the sheet metal bracket 52 by the crash hook 54 when the sliding door 10 is in a closed end position. Alternatively, the central roller carriage 46 can also be positively received by the sheet metal bracket 52 to prevent the central roller carriage 46 from being torn out of the central guide rail 40.

[0026] In Fig. Figure 3 shows an embodiment of a securing element 50 according to the invention for the bearing element 44 of a sliding door 10. A tab 62 with an opening 60 is formed on the connecting element 42. A locking pin 56 or a locking sleeve 58 is fastened in the opening 60 of the tab 62 to establish an additional positive connection between the bearing element 44 and the vehicle structure 96, thus making it more difficult for the central roller carriage 46 to be torn out of the central guide rail 40.

[0027] In Fig. 4 shows an embodiment of a securing element 50 of a sliding door kinematics 20 according to the invention, not belonging to the invention. A retaining rivet 66 or a retaining screw 68 is provided at the end of the U-profile 70 of the central guide rail 40 facing the sliding door 10. This retaining rivet 66 or a retaining screw 68 prevents the U-profile 70 from bending open and thus secures the central roller carriage 46 against being torn out of the central guide rail 40.

[0028] In Fig. 5 shows a further embodiment of a securing element 50 for a sliding door kinematics 20 according to the invention, which is not part of the invention. The end of the U-profile 70 of the central guide rail facing the sliding door 10 is covered by a closing element 72, which is preferably designed as an injection-molded part 76 made of fiber-reinforced plastic or as an injection-molded aluminum part. The additional closing element 72 is fastened to the vehicle structure 96 or to the central guide rail 40 by means of a retaining screw 74. Alternatively, the closing element 72 can also be fastened to the vehicle structure 96 via a mushroom head formed on the body or a riveted connection. Furthermore, the closing element can additionally be glued to the open ends of the central guide rail 40. Such a closing element 72 also prevents the U-profile from bending open.As an alternative to an injection-molded part, the end element 72 can also be made as shown in . Fig. 6, may be designed as a sheet metal profile 78. The sheet metal profile 78 closes the open ends of the U-profile and may also be connected to the guide rail or the vehicle structure 96 via a screw connection or a welded connection.

[0029] In the Fig. 7 and Fig. 8 shows further embodiments of a securing element 50, which are not part of the invention and are intended to prevent the central guide rail 40 from bending open. A one-piece or multi-piece sheet metal clamp 80 is provided, which encompasses the legs of the U-profile 70 at least in sections and thus prevents the U-profile 70 from bending open.

[0030] In Fig. Figure 9 shows a further exemplary embodiment of a securing element 50 for a sliding door kinematics system 20 according to the invention. The securing element 50 comprises a locking pawl 82, which can be actuated electrically or mechanically. The locking pawl 82 is inserted into the connecting element 42 or the central roller carriage 46 and locked thereto when the sliding door 10 is in the closed end position. In the case of an electrically actuated sliding door 10, the electric drive motor 12 for opening or closing the sliding door 10 can be used via a corresponding coupling element to insert the locking pawl 82 into the bearing element 44. Otherwise, an additional electric drive unit 88 is provided for electrical locking. Alternatively, mechanical actuation can also be effected via another actuating mechanism 86.

[0031] In Fig.10 shows a further embodiment of a securing element 50. In this embodiment, a locking pawl 82 or locking pawl 84 is inserted into the central roller carriage 46 or the connecting element 42 via an actuating mechanism 86 when the sliding door 10 is in the closed end position in order to create an additional positive locking. List of reference symbols 10 sliding door 12 electric drive motor 14 door bodies 16 Operating mechanism 18 window pane 20 Kinematics 22 upper guide rail 24 connecting element 26 Sliding element 28 upper roller carriage 30 lower guide rail 32 connecting element 34 Sliding element 36 lower roller carriage 38 roller 40 middle guide rail 42 connecting element 44 Bearing element 46 medium roller carriage 48 door handle 50 securing element 52 sheet metal angles 54 crash hooks 56 locking pins 58 locking sleeve 60 opening 62 tab 64 locking element 66 retaining rivet 68 Retaining screw 70 U-profile 72 End element 74 Retaining screw 76 plastic cap 78 sheet metal profile 80 sheet metal clamps 82 pawl 84 locking latch 86 Operating mechanism 88 electric drive unit 90 Control unit 92 roof beam 94 door sills 96 Vehicle structure 98 axis of rotation

Claims

[1] Kinematics (20) for a sliding door (10) of a motor vehicle with a vehicle structure (96), wherein the sliding door (10) is displaceable relative to the vehicle structure (96) via sliding and bearing elements (26, 34, 44), wherein the kinematics comprises an upper guide rail (22) with which the sliding door (10) is displaceably mounted on a roof pillar (92) of the vehicle structure (96), and a lower guide rail (30) with which the sliding door (10) is displaceably mounted on a door sill (94) of the vehicle structure (96), and with a middle guide rail (40) on which the sliding door (10) is displaceably mounted via a third bearing element (44), wherein a securing element (50) connected to the vehicle structure (96) is provided, which inhibits bending of the middle guide rail (40) in order to prevent tearing out of the third bearing element (44) from the middle guide rail (40),or the securing element (50) provides an additional positive locking of the third bearing element (44) when the sliding door (10) is in a closed end position, , characterized byin that the securing element (50) has a tab (62) with an opening or a sheet metal angle (52) with an opening, into which a locking pin (56) connected to the sliding door (10) or a locking sleeve (58) connected to the sliding door (10) engages when the sliding door (10) is in the closed end position, wherein the third bearing element (44) comprises a central roller carriage (46) which is connected to a door body (14) of the sliding door (10) via a connecting element (42), and wherein an additional positive connection between the central roller carriage (46) and the securing element (50) is produced by the tab (62) or the sheet metal angle (52) and the locking pin (56) engaging in the tab (62) or the sheet metal angle (52) or the locking sleeve (58). [2] Kinematics (20) for a sliding door (10) according to claim 1, characterized bythat the middle guide rail (40) is designed as a U-profile (70), wherein at least one clamp (80) is arranged or at least one sheet metal fold is formed (78) on an end of the middle guide rail (40) facing the third bearing element (44), which makes it difficult or inhibits bending of the legs of the U-profile (70). [3] Kinematics (20) for a sliding door (10) according to claim 1 or 2, characterized by that the central bearing element (44) is locked in the closed end position of the sliding door (10) by an electrically or mechanically driven pawl (82). [4] Sliding door (10) for a motor vehicle with a kinematics (20) according to one of claims 1 to 3, characterized bythat the tearing out of the third bearing element (44) in the event of a side impact is made more difficult by the third bearing element (44) being additionally blocked by a securing element (50) in a closed position of the sliding door (10) or by the middle guide rail (40) being prevented from bending open.

Images