Side door arrangement for a motor vehicle

Abstract

A side door arrangement for a motor vehicle, comprising a side frame (2) defining a door opening (7) and supporting a side door (1) that can be moved between a closed position and an open position, and comprising a catch device (14) having a spike element (15) arranged on the side frame and a door-side receiving element (21) arranged on a structural component (8) of the side door (1), which engage with one another in the event of an accident-related deformation of the side door (1) as a result of a side collision. The spike element (15) is arranged behind a trim part (16) of the side frame (2) and penetrates the latter in the event of an accident-related deformation of the side door (1) as a result of a side collision in order to engage with the door-side receiving element (21).wherein the thorn element (15) is designed as a tube part with a tip by reshaping the sheet metal part which forms the support assembly.,

Description

[0001] The invention relates to a side door arrangement for a motor vehicle according to the preamble of patent claim 1.

[0002] Particularly in side collisions with motor vehicles, in which a side door is severely deformed due to the applied forces, the problem arises that, especially with rigid side sill designs, which are required in electrically powered vehicles to protect the underfloor energy storage unit, an impacting obstacle, vehicle, or similar barrier rises along the side sill and impacts the side door relatively high or centrally. This leads to significant intrusions into the side door and to high stress on the side door's body-side attachment points. The rising of the side door causes its lower end to slide relative to the side frame, thus further intensifying the intrusion or, in the case of a sufficiently wide side door, even pushing it completely through the door opening at the bottom.As the side door rises and slides, the forces and moments acting on the door hinges and the lock-strike system also increase. Such a side collision is simulated, for example, with the IIHS 2.0 side impact test.

[0003] DE 10 2022 120 504 A1 discloses a system for a vehicle, wherein the system has at least one pair of arresting modules, each with a arresting hook and a respective arresting opening, wherein the arresting hook of a respective pair of arresting modules is designed, in the event of an impact, to hook into the arresting opening of the respective pair of arresting modules and to secure the door to the body.

[0004] US Pat. No. 5,306,067 A already discloses a side door assembly for a motor vehicle, in which a plurality of pin elements of a safety catch are arranged on a side frame defining a door opening and supporting a side door movable between a closed position and an open position. When the side door is closed, these side-frame-side pin elements interact in a form-fitting manner with a respective door-side receiving element arranged on a structural component of the side door, so that they engage with each other even in the event of an accident-related deformation of the side door as a result of a side collision, thereby securing the side door to the side frame.

[0005] Furthermore, in the state of the art, JP H 06 40259 A, DE 101 28 864 A1 and JP 2003-81 137 A disclose further noteworthy arrangements of mandrel elements on motor vehicles, by means of which impact energy can be absorbed.

[0006] The problem with the known safety catch is that the pin-like spike elements protrude inward from the side frame toward the door opening. This can cause obstructions, soiling, damage to clothing, and, last but not least, injuries to vehicle occupants when entering and exiting the vehicle.

[0007] The object of the invention is to provide a side door arrangement whose arresting device enables particularly favorable support of the side door in the event of a side collision and has no negative influences on the entry and exit of the vehicle occupants.

[0008] This object is achieved according to the invention by a side door arrangement having the features of patent claim 1. Advantageous embodiments of the invention are the subject of the dependent patent claims and the description.

[0009] The side door assembly according to the invention comprises a side frame defining a door opening, on which a side door is mounted, which can be moved between a closed position and an open position. Furthermore, the side door assembly comprises a catch device with a pin element arranged on the side frame and a door-side receiving element arranged on a structural component of the side door, which engage with one another in the event of an accident-related deformation of the side door as a result of a side collision. The invention is intended to prevent climbing and sliding, thereby reducing the forces and moments acting on the attachment points. At the same time, an additional counterbearing is intended to provide support.

[0010] In order to create a side door arrangement whose arresting device has no negative influences on the entry and exit of the vehicle occupants, it is provided according to the invention that the pin element is arranged behind a trim part of the side frame and penetrates this in the event of an accident-related deformation of the side door as a result of a side collision in order to engage with the door-side receiving element.

[0011] According to the invention, the mandrel element is therefore concealed in its initial state behind a covering part of the side frame, which is commonly referred to as the outer side frame part. This covering part of the side frame is formed, for example, from a formed sheet metal part with a sheet thickness of approximately 0.7 mm, although other material thicknesses can of course also be used - particularly depending on the respective material. Plastic materials or a material mix are also conceivable.

[0012] Since the spike element is normally concealed, it cannot, for example, hinder or, in the worst case, injure vehicle occupants when getting in or out. Furthermore, the spike element cannot soil the seat occupants' clothing. Finally, the trim panel creates a smooth surface that can be easily cleaned without being obstructed by the spike element.

[0013] Only in the event of a sufficiently severe side collision of the motor vehicle does the spike element then pierce or penetrate the trim part of the side frame in order to engage with a door-side receiving element. This occurs, for example, when the corresponding structural component of the side door, which forms a load-bearing crash structure of the side door, is moved towards the center of the vehicle against the side frame as a result of the forces acting during a side impact, which results in the spike element penetrating the trim part of the side frame. The frame-side spike element and the door-side receiving element, which can be designed, for example, as a cup-shaped, hole-like structure or the like, thus engage, so that further forces acting, for example, in the vertical or transverse direction of the vehicle can be absorbed by the arresting device in the manner of a tension anchor.This prevents the side door from excessively rising and sliding along the side frame or being pushed excessively into the doorway. Instead, it is held in place by its corresponding structural area. This prevents rising and sliding, reducing the forces and moments acting on the attachment points. At the same time, an additional counterbearing is created for support.

[0014] The pin element is designed to be attached to a support assembly attached to an inner part of the side frame. This support assembly is thus designed as a type of crash box, by means of which the force by which the pin element is supported on the side frame can be adjusted, and which ultimately determines the force and manner at which the pin element penetrates the trim part or engages the door-side receiving element.

[0015] Furthermore, the mandrel element is designed as a tube part with a tip by forming the sheet metal component that forms the support assembly. Such a tube part exhibits particularly favorable strength / rigidity due to its work hardening during forming, especially in the base area, so that no undesirable deformation of the mandrel part can occur when penetrating the trim part or in any other way.

[0016] In one embodiment of the invention, the door-side receiving element is covered by a support component arranged on the inside thereof, in particular an inner door panel, which is penetrated by the pin element in the event of an accident-related deformation of the side door as a result of a side collision, so that the pin element engages with the door-side receiving element. Accordingly, according to this advantageous embodiment, in the event of a corresponding side collision, the pin element not only penetrates the trim part of the side frame, but also a corresponding support component, in particular an inner door panel, of the side door, which is arranged on the inside of the structural component or the supporting crash structure of the side door and penetrates the door-side receiving element.

[0017] It is also advantageous if the structural component of the side door, which has the door-side receiving element, is designed as a side impact beam. This very rigid structural component or load-bearing crash structural part of the side door can be used to create a particularly advantageous tension anchoring of the side door to the vehicle frame, particularly in the lower corner area of ​​the side door on the side opposite the door hinge.

[0018] In a further advantageous embodiment of the invention, the safety catch is arranged in a lower corner area of ​​the side frame between a corresponding side sill and a corresponding side door pillar. In this context, it is further advantageous if the side door is mounted on the side opposite the safety catch via respective hinges. This is particularly important because the lower corner area on the side of the side door opposite the door hinge is particularly vulnerable to climbing up and sliding down the door frame if an accident-related force is applied as a result of a side impact.

[0019] It is also advantageous if the trim part of the side frame and / or the support component, in particular the inner door panel, has a weakening in the contact area with the pin element. This makes it particularly easy to penetrate or puncture the corresponding contact areas / overlap areas of the trim part of the side frame and / or the support component, in particular the inner door panel. The weakening can be achieved, for example, by the contact areas having a thin wall, a perforation, a bead, or an opening provided with a plug. Other weakenings are also conceivable.

[0020] It is further advantageous if the pin element is inclined at an angle relative to the transverse direction of the vehicle. This results in an advantageous orientation of the pin element, for example, as perpendicular as possible to the impacting contact area of ​​the trim part of the side frame and / or the support component, in particular the inner door panel, or also to the impacting rigid structural component or load-bearing crash structure part of the side door, for example the side impact beam.

[0021] Finally, it has proven advantageous if the receiving element has a larger cross-section than the pin element. This allows the pin element and the receiving element to engage particularly effectively in the event of an accident-related force application as a result of a side impact.

[0022] Further features of the invention emerge from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures, can be used not only in the respective combinations specified, but also in other combinations or on their own.

[0023] The invention will now be explained in more detail using a preferred embodiment and with reference to the drawings. They show: Fig. 1 a partial and perspective side view of a side door arrangement of a front side door on a side frame of a motor vehicle, Fig. 2 a partial and perspective side view of a lower corner area of ​​the side frame between a laterally corresponding side sill and a laterally corresponding door pillar (B-pillar), in which a pin element of a catch device of the side door is arranged behind a transparently indicated trim part of the side frame, Fig. 3 a partial perspective view of the support assembly attached to the corner area according to Fig. 2 arranged mandrel element with the covering part of the side frame omitted, Fig. 4 a partial and partially sectioned plan view of the corner area according to the Fig. 2 and Fig. 3 arranged mandrel elements, Fig. 5 a partial sectional view along a sectional plane extending horizontally in the vehicle transverse direction and in the vehicle longitudinal direction of the side door arrangement with the side door, the side frame and the corner area according to the Fig. 2 to 4 arranged mandrel element, which is connected to a supporting structural component of the side door in the form of a Fig. 1 side impact beam, forms a catch device in which the pin element and the receiving element engage with each other in the event of an accident-related deformation of the side door as a result of a side collision, Fig. 6 is a perspective sectional view along a sectional plane extending vertically in the transverse direction of the vehicle and in the vertical direction of the vehicle through the arresting device, showing a point in time during the course of the accident in the case of an accident-related deformation of the side door as a result of a side collision, in which the mandrel element has not yet completely pierced the trim part of the side frame and an inner door panel of the side door and is just coming into engagement with the receiving element of the arresting device, and Fig. 7 a partial and perspective rear view of the arresting device according to Fig. 6, wherein a point in time of the accident progression is shown in the case of an accident-related deformation of the side door as a result of a side collision, in which the mandrel element has completely punched through the trim part of the side frame and an inner door panel of the side door and has fully engaged with the receiving element of the arresting device.

[0024] Fig. 1 shows a partial and perspective side view of a side door arrangement of a front side door 1 on a left side frame 2 of a motor vehicle, viewed in the forward direction of travel.

[0025] Essentially, a frame-like inner door panel 3 or similar structural component of the side door 1 can be seen from the side door 1, which is occasionally also referred to as a door support or door frame part. This essentially rectangular, frame-like inner door panel 3 is pivotally attached at the front, for example via an upper and lower hinge 4, 5, to a front door pillar (A-pillar 6) of the side frame 2, so that a door opening 7 delimited by the side frame 2 is closed in the closed position of the side door 1. From this closed position, the side door can be displaced into an open position about the corresponding pivot axis running approximately vertically near the A-pillar 6.

[0026] Furthermore, a side impact beam 8 can be seen from the side door 1, which extends from a middle height of a front beam area 9 to a rear lower corner area 10 of the inner door panel 3.

[0027] Fig. 2 shows a partial and perspective side view of a lower corner region 11 of the side frame 2 between a laterally corresponding side sill 12 and a laterally corresponding door pillar (B-pillar 13), in which a pin element 15 of a catch device 14 of the side door 1 is arranged behind a transparently indicated trim part 16 of the side frame 2.

[0028] In this case, the mandrel element 15 is attached to the so-called inner side frame part 17 via a support assembly 18 and covered by an outer side frame part 16, which forms the trim part of the side frame 2. The inner side frame part 17 and the outer side frame part 16 form the side frame 2 in respective cavities, wherein the support assembly 18 is attached to the outer side thereof within this cavity in the corner area between the lower corner area 11 of the side frame 2, between the laterally corresponding side sill 12 and the laterally corresponding door pillar 13. The outer side frame part 16 is formed, for example, from a formed sheet metal part with a sheet thickness of approximately 0.7 mm, although other material thicknesses can of course also be used - particularly depending on the respective material. Plastic materials or a material mix are also conceivable.

[0029] Fig. 3 shows a partial and partially cut plan view of the corner area according to the Fig. 2 and Fig. 3, the mandrel element 15 arranged through the support assembly 18. This support assembly 18 is designed in the present case as a type of crash box, by means of which the force by means of which the mandrel element 15 is supported on the inner side frame part 17 can be adjusted. The support assembly 18 is designed in the present case as a formed sheet metal part and is fastened to the inner side frame part 17, for example, via corresponding tabs 19 by spot welding.

[0030] The mandrel element 15 is designed as a so-called tube part. This tube part is introduced by forming the sheet metal part that forms the support assembly 18. This is particularly evident from Fig. 4, which shows a partial and partially cut plan view of the corner area 11 according to the Fig. 2 and Fig. 3 shows a cross-sectional view of the mandrel element 15 arranged in FIG. Such a tube part exhibits particularly favorable strength / rigidity, particularly in the base area, due to its work hardening during forming, so that no undesirable deformation of the mandrel element 15 can occur when penetrating the outer side frame part 16 or in any other way. The mandrel element 15 has a point at its free end. It is clear that the mandrel element 15 could also be formed in a different way, for example, as a forged part or the like.

[0031] Fig. 5 shows in a partial sectional view along a sectional plane extending horizontally in the vehicle transverse direction and in the vehicle longitudinal direction the side door arrangement with the side door 1, the side frame 2 and the side frame part 17 in the corner area 11 according to the Fig. 2 to 4 with the aid of the support assembly 18. The mandrel element 15 is arranged at a short distance from the cladding part (outer side frame part 16) of the side frame 2.

[0032] In relation to the vehicle transverse direction, the side door 1 can be seen on the outside of the side frame 2 with the pin element 15, which includes the inner door panel 3 or similar structural component of the side door 1, the side impact beam 8 attached to the outside thereof, and an outer door panel 20.

[0033] Out of Fig. 5 it is clearly visible that a door-side receiving element 21 of the arresting device 14 is provided on the supporting structural component of the side door 1 in the form of the side impact beam 4. This receiving element 21 is in Fig. 5 as an opening, recess or the like. In particular, however, this receiving element 21 is designed as a bowl, pot or the like, as shown in Fig. 6 in a perspective sectional view along a sectional plane extending vertically in the vehicle transverse direction and in the vehicle vertical direction through the arresting device 14 and in Fig. 7 in a partial and perspective rear view of the arresting device 14.

[0034] If a side collision of the motor vehicle occurs with an impact against a barrier, an obstacle or a partner in the accident, as is simulated, for example, with the IIHS 2.0 side impact test, the side door 1 is moved inwards in the vehicle transverse direction towards the center of the vehicle, whereby the side door 1 impacts the side frame 2, among other things, in the lower corner area 11.

[0035] If a sufficiently high force is applied, the tip of the spike element 15 initially penetrates or pierces the trim part of the side frame 2, namely the inner side frame part 17. As the accident scenario progresses, the structural component of the side door 1 in the form of the inner door panel 3 is then penetrated or pierced, after which the frame-side or shell-side spike element 15 engages with or projects into the door-side receiving element 21. The engagement of the spike element 15 in the receiving element 21 prevents the side door 1 from rising excessively with its lower rear end region in the event of an intrusion, sliding along the side frame 2 and being pulled into the door opening 7.Rather, forces introduced into the receiving element 21, particularly in the transverse and vertical directions of the vehicle, are absorbed by the mandrel element 15.

[0036] In the event of a crash, the door 1 is pressed against the side frame 2 by the barrier. The pin element 15 pierces both the outer side frame 16 and the inner door panel 3 and hooks into the hole / receiving element 21 of the side impact beam 8. This creates a positive connection that prevents the door 1 from sliding or rising and forms a counter-bearing for the side impact beam 8.

[0037] In this context, Fig. 6 shows the time of the accident course in the case of an accident-related deformation of the side door as a result of a side collision, in which the mandrel element 15 has not yet completely punched through the trim part (outer side frame part 17) of the side frame 2 and the inner door panel 3 of the side door 1 and is just coming into engagement with the receiving element 21 of the arresting device 14. Fig. 7 shows a subsequent point in time in the course of the accident in the case of an accident-related deformation of the side door as a result of a side collision, in which the mandrel element 15 has already completely punched through the trim part (outer side frame part 17) of the side frame 2 and the inner door panel 3 of the side door 1 and has fully engaged with the receiving element 21 of the arresting device 14.

[0038] Overall, it is therefore clear that in the event of a crash, a positive connection is created between the side frame 2 and the crash structure in the side door 1. It is important that the pin element 15 with the crash box / support assembly 18 is located within the body structure and is not visible to the user. Only in the event of a crash is the shell, in this case the outer side frame 16 and the inner door panel 3, punched through and the load-bearing crash structure hooked in. This uses the crash structure of the side door 1 as a bending beam with corresponding positive counterbearings, preventing the side door 1 from rising vertically. The system can be adjusted to the required stiffness and compliance levels through its geometric design.A preferred case is that the pin element 15 is formed directly from the crash box / support assembly 18 as a tubular component to support the occurring forces and moments, and engages in a corresponding recess of the high-strength side impact beam 8 of the door 1. However, screw-, weld-, or press-fit elements are also conceivable. List of reference symbols 1 side door 2 side frames 3 inner door panel 4 hinge 5 Hinge 6 A-pillar 7 Door opening 8 side impact beams 9 Carrier area 10 Corner area 11 Corner area 12 side skirts 13 B-pillar 14 Catching device 15 mandrel element 16 Side frame part-outer 17 Side frame part inside 18 Crashbox / support assembly 19 tabs 20 door panel 21 receiving element

Claims

[1] Side door arrangement for a motor vehicle, comprising a side frame (2) defining a door opening (7) on which a side door (1) is mounted, which can be displaced between a closed position and an open position, and comprising a catch device (14) with a mandrel element (15) arranged on the side frame side and a door-side receiving element (21) arranged on a structural component (8) of the side door (1), which engage with one another in the event of an accident-related deformation of the side door (1) as a result of a side collision, wherein the mandrel element (15) is arranged behind a trim part (16) of the side frame (2) and penetrates this in the event of an accident-related deformation of the side door (1) as a result of a side collision in order to engage with the door-side receiving element (21), characterized bythat the mandrel element (15) is introduced into a support assembly (18) which is fastened to an inner part (17) of the side frame (2), wherein the mandrel element (15) is formed as a tube part with a tip by forming the sheet metal part which forms the support assembly. [2] Side door arrangement according to claim 1, characterized by that the door-side receiving element (21) is covered by a support component arranged on the inside thereof, in particular an inner door panel (3), which is penetrated by the mandrel element (15) in the event of an accident-related deformation of the side door (1) as a result of a side collision, so that the latter comes into engagement with the door-side receiving element (21). [3] Side door arrangement according to claim 1 or 2, characterized by that the structural component of the side door (1), which has the door-side receiving element (21), is designed as a side impact beam (8). [4] Side door arrangement according to one of the preceding claims, characterized by that the catch device (14) is arranged in a lower corner region (11) of the side frame (2) between a laterally corresponding side sill (12) and a laterally corresponding door pillar (13). [5] Side door arrangement according to one of the preceding claims, characterized by that the side door (1) is mounted on the side opposite the catching device (14) via respective hinges (4). [6] Side door arrangement according to one of the preceding claims, characterized by that the covering part of the side frame (2) and / or the supporting component, in particular an inner door panel (3), has a weakening in the contact area with the mandrel element (15). [7] Side door arrangement according to one of the preceding claims, characterized by that the mandrel element (15) is inclined obliquely with respect to the transverse direction of the vehicle. [8] Side door arrangement according to one of the preceding claims, characterized by that the receiving element (21) has a larger cross-section than the mandrel element (15).

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