Arrangement of a locking bar on a wing element part of a wing element of a motor vehicle

Abstract

The invention relates to an arrangement (1) of a locking bar (2) on a wing element part (3) of a wing element (4) of a motor vehicle, in which the wing element (3) has at least one mounting area (7) by means of which the wing element (3) is pivotable about a pivot axis (10) and held at least indirectly on a body of the motor vehicle between a closed position (8) and at least one open position (9), and the locking bar (2) has a mounting plate (12) by means of which the locking bar (2) is held at least indirectly on the wing element part (3), and a bracket element (13) projecting from the mounting plate (12), wherein the wing element (4) has at least one stiffness structure (15) formed separately from the locking bar (2) for the targeted formation of at least local stiffness of the wing element (4).whereby vibrations introduced into the sash element (4) via the locking bar (2) in the closed position (8) can be dampened by elastic deformation of at least the sash element part (3).

Description

The invention relates to an arrangement of a striker on a wing element part of a wing element of a motor vehicle according to the preamble of claim 1.WO 2020 / 156 706 A1 discloses a striker of a motor vehicle body lock, having a striker arranged on a ironing plate, which striker has a ironing portion configured to receive a load, wherein the ironing plate has a first ironing plate portion configured to be connected to a body component, the ironing plate has a second ironing plate portion on which the striker is arranged, and wherein the first ironing plate portion and the second ironing plate portion are connected to one another and are spaced apart from one another to form a receiving space in which a damping means is located.It is the object of the invention to provide an arrangement of a striker on a wing element part of a wing element of a motor vehicle, so that comfort of the motor vehicle, in particular the acoustic behavior of the motor vehicle, can be particularly improved in a particularly low-complexity manner.This object is achieved according to the invention by an arrangement of a striker part on a wing element part of a wing element of a motor vehicle having the features of claim 1. Advantageous embodiments of the invention are the subject matter of the dependent claims and the description.A first aspect of the invention relates to an arrangement of a striker on a wing element part of a wing element of a motor vehicle. The motor vehicle is designed, for example, as a passenger car or as a commercial vehicle or as a truck.The wing element has at least one fastening region, by means of which the wing element is to be held or held pivotably about a pivot axis, in particular relative to a body of the motor vehicle, at least indirectly, in particular directly, on the body, in particular on a body component of the body, between a closed position and at least one open position, in particular different from the closed position. In other words, the wing element can be pivoted, in particular relative to the body or relative to the body component, from the closed position into the open position and / or from the open position into the closed position, wherein the wing element can be fastened or fastened at least indirectly, in particular directly, to the body, in particular to the body component, via the fastening region.The body is preferably designed as a self-supporting body. For example, the body delimits or forms an interior of the motor vehicle at least partially, in particular predominantly or completely. The interior space can also be referred to as a passenger compartment or passenger compartment.The motor vehicle preferably has at least one opening, in particular arranged on an outer side of the motor vehicle. The opening is, for example, at least partially, in particular predominantly or completely, delimited or formed by the body. As a result, the opening can be understood to mean, in particular, an opening of the vehicle body. Preferably, the opening is closed, in particular completely, by the wing element in the closed position of the wing element. Preferably, the opening is at least partially, in particular predominantly or completely, exposed by the wing element in the open position of the wing element.The striker has a fastening plate, in particular designed as a metal sheet, by means of which the striker is held at least indirectly, in particular directly, for example rigidly, on the wing element part. This means that the striker is fastened at least indirectly, in particular directly, to the wing element part 4 via the fastening plate. In other words, the striker is held or fastened to the wing element part by means of the fastening plate. The fastening plate can be understood in particular as a base body or a base element of the striker. The fastening plate can also be referred to as a bracket plate.The wing element part is designed, for example, as a sheet metal part. This means that the wing element part can be designed as a sheet metal. For example, the mounting plate directly contacts the wing member part. The striker and the wing element part are preferably formed separately from each other.The striker has at least one striker element protruding from the fastening plate. In other words, the bracket element and the fastening plate extend obliquely or perpendicularly to one another. This means that the bracket element extends in a first direction and the fastening plate extends in a second direction running obliquely or perpendicularly to the first direction. This can be understood in particular to mean that a main extension direction of the bracket element runs in the first direction and a main extension direction of the fastening plate runs in the second direction. The fastening plate and the bracket element are formed separately from one another, for example. The fastening plate and the bracket element are connected to one another, for example, in particular directly.Via the bracket element, the striker for locking the wing element in the closed position can be coupled or coupled to a closing element, in particular at least indirectly or directly, arranged or to be arranged, in particular at least indirectly or directly, preferably in a positive-locking manner, on a structural element of the motor vehicle formed separately from the wing element. This means that the striker, in particular with respect to the closed position and the open position, can be or is coupled exclusively, in the closed position, by means of the striker element or via the striker element, to the closing element in order to lock the wing element, in particular in the closed position. In other words, the striker can be brought into engagement or engaged, in particular in a form-fitting manner, via the striker element for locking the wing element in the closed position with the closing element arranged on the structural element of the motor vehicle.The coupling of the bracket to the closing element can be understood in particular to mean a mechanical coupling of the bracket element to the closing element. Furthermore, the coupling can be understood to mean in particular a connection and / or latching of the bracket element to or with the closing element.The locking of the bracket element can be understood in particular to mean preventing, in particular undesired or unauthorized, opening of the wing element, i.e. pivoting of the wing element from the closed position into the open position. This means that in a position, in particular of the bracket element and / or of the closing element, which is referred to in particular as a locking position, the pivoting of the wing element from the closed position into the open position can be prevented or prevented. The striker, in particular the striker element, and the closing element are, for example, part of a locking system or a lock, in particular a body lock. In particular, the bracket element has a bracket section which is configured to receive a load and which, in the closed position, can be coupled or brought into engagement with the closing element for locking the leaf element. The closing element is designed, for example, as a hook or the like. The structural element is, for example, part of the vehicle body, that is to say a vehicle body structural element. As a result, the structural element can be referred to, for example, as a body component, in particular as a second body component.In order to be able to particularly improve comfort of the motor vehicle, in particular the acoustic behavior of the motor vehicle, in a particularly low-complexity manner, it is provided according to the invention that the wing element has at least one rigidity structure formed separately from the striker for the targeted formation of an at least local rigidity of the wing element, in particular of the wing element part. This means that the wing element has the rigidity structure for specifically effecting the at least local rigidity of the wing element, in particular of the wing element part. Forming the rigidity can be understood in particular to mean fixing and / or influencing the rigidity of the wing element, in particular of the wing element part. This means that the stiffness of the wing element, in particular of the wing element part, is different due to the stiffness structure than if the wing element were free of the stiffness structure, i.e. the stiffness structure were not included. The stiffness structure can be designed as the wing element, in particular the wing element part, for example locally, reinforcing and / or weakening or attenuating stiffness structure. This means that the wing element, in particular the wing element part, can be stiffened, in particular locally, by means of the stiffness structure and / or can be weakened, in particular locally. In other words, the stiffness of the wing element, in particular of the wing element part, can be increased and / or decreased at least locally by means of the stiffness structure. This means that the stiffness of the wing element, in particular of the wing element part, can be at least locally greater and / or lower as a result of the stiffness structure than if the wing element were free of the stiffness structure, that is to say would not have the stiffness structure. Again in other words, the stiffness structure is designed as a stiffening structure and / or as a stiffening structure, in particular for the wing element, for example the wing element part. Thus, the stiffness of the wing element, in particular of the wing element part, can be adjusted in a targeted manner by the stiffness structure, so to speak.Because the wing element has the rigidity structure, in the closed position, in particular by means of the closing element, oscillations of the wing element, in particular of the wing element part, introduced into the wing element, in particular into the wing element part, can be damped or damped by elastic deformation of at least the wing element part, in particular during a journey of the motor vehicle. In other words, the striker, in particular the striker element and / or the fastening plate, is decoupled from the wing element, in particular from the remainder of the wing element, by vibration technology, for example directly, via the wing element part, in particular due to the rigidity structure or due to the elastic deformation. This means that the striker, which is held, for example rigidly, via the fastening region on the wing element part, is held movably on or in the wing element, in particular for vibration damping, by the elastic deformation of at least the wing element part.The oscillations can be understood to mean, in particular, oscillation of the wing element or excitations of oscillations of the wing element, in particular of the wing element part. The oscillations are, for example, oscillations which, in particular during the travel of the motor vehicle, can be transmitted from the vehicle body via the closing element to the striker and via the striker to the wing element, wherein the transmission of the oscillations to the wing element can be reduced or prevented by the elastic deformation of the wing element part. This means that a transmission of the oscillations from the wing element part to further regions or components of the wing element different from the wing element part can be prevented or can be kept particularly low.The invention is based in particular on the following findings and considerations: It is possible to use locking systems, in particular lock and strikers, on wing elements, for example tailgates, which as a rule can be connected particularly rigidly to the wing element or the body. This means that the striker can be connected, for example, particularly rigidly to the wing element and the closing element can be connected, for example, particularly rigidly to the body. During driving operation, that is to say during the travel of the motor vehicle, vibrational excitations, which are referred to in particular as excitations, can occur and can be transmitted to the wing element. The vibrational excitations can result, for example, from a drive of the motor vehicle, a roadway and / or aerodynamics of the motor vehicle, i.e., from the application of relative wind to the motor vehicle. By transmitting the vibration excitations to the wing element, the wing element can be excited to vibrations and / or deformations, which can lead to a noise, for example, swummering and / or humming, which is unpleasant for vehicle occupants. In principle, it is conceivable to provide measures which can prevent or at least greatly reduce the excitation of the wing element by means of a vibration decoupling between the body and the wing element. It is thus conceivable, for example, to provide a conventional striker which has a defined stiffness or softness in a required direction of action and by means of which the vibration decoupling can be represented. However, such a conventional striker used for vibration isolation can be particularly complicated, in particular particularly expensive, to produce and can have more weight than a conventional "rigid" striker. In other words, in a conventional arrangement, a particularly complex additional component may be necessary for vibration isolation between the wing element and the body, also referred to as the vehicle body, as a result of which weight increase and / or cost increase may occur. This means that the weight and / or production outlay, in particular production costs, of the motor vehicle can be particularly high.In the arrangement according to the invention, a specific stiffness, for example a specifically low or particularly low stiffness, can be produced by means of the stiffness structure between the locking system, in particular the striker, and the wing element, for example via the wing element part. By the elastic deformation of at least the wing element part, the wing element can be damped by vibration or acoustic means, in particular instead of an, in particular elastic, deformation of the striker. This means that the striker can nevertheless be formed "rigidly", that is to say that the particularly complicated and in particular particularly expensive, deformable or particularly soft conventional striker can be dispensed with. This means that, due to the structure of rigidity, the oscillations introduced into the leaf element via the striker in the closed position can be damped or damped, preferably while avoiding elastic deformation of the striker, in particular of the leaf element and / or of the fastening plate, by the elastic deformation of at least the leaf element. This means that the elastic deformation of the striker is omitted when at least the wing element part is elastically deformed. As a result, the unpleasant noise, in particular the swabbing and / or humming, can be particularly reduced or avoided using largely conventional components. This means that the unpleasant noise can be avoided at a cost- and weight-neutral level or kept particularly low. In other words, the disruptive excitation, also referred to as vehicle excitation, can be kept particularly low in a particularly low-complexity manner during the driving operation of the motor vehicle, in particular with regard to the summation and / or the humming. Thus, a particularly advantageous acoustic of the motor vehicle can be achieved.In a further embodiment, it is provided that the wing element part has the structure of rigidity. In other words, the stiffness structure is formed at least in regions, in particular predominantly or completely, by the wing element part. As a result, the comfort of the motor vehicle, in particular the damping of the oscillations and / or the acoustic behavior, can be particularly improved in a particularly low-complexity manner, since the wing element part is preferably a component which has conventionally already to be provided on or in the wing element. This means that in a conventional component in the form of the wing element part, only the rigidity structure has to be additionally provided, as a result of which additional components can be dispensed with. As a result, manufacturing complexity, in particular manufacturing costs, and / or weight of the motor vehicle can be kept particularly low.In a further embodiment, at least one reinforcing part, in particular a reinforcing part, which is formed separately from the wing element part and the striker, in particular the fastening plate, and bears flat, in particular directly, against the wing element part is held, in particular directly, on the wing element part. In other words, the reinforcing element is fastened, in particular directly, to the wing element part, wherein the reinforcing part is supported, in particular directly, in a planar manner on the bracket element part.Preferably, it is provided that the wing element part is at least locally stiffened by means of the reinforcing part. In other words, the wing element part is at least locally reinforced by the reinforcing part. This means that the rigidity of the wing element part, in particular the rigidity of an assembly comprising the wing element part and the reinforcing part, is greater than if the wing element were free of the reinforcing part, that is to say the reinforcing part were not present. The rigidity of the wing element part can be particularly increased by the reinforcing part, in particular locally, in a manner which is particularly favourable in terms of weight. As a result, requirements with regard to the rigidity and weight of the wing element can be fulfilled in a particularly low-complexity manner. The reinforcing part is designed, for example, as a reinforcing plate. Preferably, the reinforcing member directly contacts the wing member member. For example, the wing element part is arranged between the striker, in particular the fastening plate, and the reinforcing part.In a further embodiment, it is provided that the stiffness structure is formed at least in regions, in particular predominantly or completely, by the reinforcing part. In other words, the reinforcing member has the rigidity structure. The reinforcing part can therefore be used both for at least locally reinforcing or stiffening the wing element and in order to enable the elastic deformation of the wing element part in order to be able to damp the oscillations or in order to decouple the striker from the wing element in terms of oscillations. This can thus be realized in a particularly low-complexity manner, as a result of which production complexity, in particular production costs and / or weight of the motor vehicle, can be kept particularly low.Thus, the vane member part and / or the reinforcing part may have the rigidity structure. This means that the rigidity structure can be formed at least in regions by the wing element part and / or by the reinforcing part.In a further embodiment, it is provided that the stiffness of the wing element part, in particular of the assembly comprising the wing element part and the reinforcing part, is at least locally reduced by means of the stiffness structure. In other words, the rigidity structure is formed, so to speak, as a stiffening structure for at least locally reducing the rigidity of the wing element part, in particular the assembly. In other words, the stiffness of the wing element part, in particular of the assembly, is at least locally weakened by the stiffness structure. This means that the stiffness of the wing element part, in particular of the assembly, is lower than if the wing element were free of the stiffness structure, i.e. would not have the stiffness structure. As a result, the elastic deformation can be realized in a particularly low-complexity manner, as a result of which the damping of the oscillations or the oscillation-related decoupling of the striker from the leaf element can be realized in a particularly low-complexity manner.In a further embodiment, it is provided that the stiffness structure is designed as a surface structure, in particular of the wing element part and / or of the reinforcing part. In other words, the rigidity structure is arranged at least on a surface of the wing member part and / or the reinforcing part. Preferably, it is provided that the surface structure has at least one depression and / or at least one elevation. The rigidity of the wing element, in particular of the wing element part and / or of the reinforcing part or of the assembly, can be specified or set particularly precisely by the depression and / or the elevation and / or can be specified or set particularly low-complexity.The depression can be understood in particular to mean a local depression, in particular a thickness depression or thickness reduction, of a surface, in particular of a surface region, in particular of the wing element part and / or of the reinforcing part. Furthermore, the depression can be understood to mean, in particular, a, for example local, thinning, which can be referred to, in particular, as material thinning. This means that the thickness can be less, for example, in a first surface region than in a second surface region adjoining the first surface region, in particular at least indirectly or directly. Furthermore, the depression can be understood to mean, in particular, a depression with a constant wall thickness or wall thickness, for example in the form of a bead or embossment.The elevation can be understood in particular as a local elevation, in particular an increase in thickness, for example of the wing element part and / or of the reinforcing part. Furthermore, the elevation can be understood to mean, in particular, a, for example local, thickening, which can be referred to, in particular, as a material thickening. This means that, for example, in a third surface region, the thickness is greater than in a fourth surface region adjoining the third surface region, in particular at least indirectly or directly.The respective surface region can be understood in particular to mean a respective surface region of the wing element part and / or of the reinforcing part. The depression and / or the elevation is designed, for example, as a bead, a wave, an edge offset or the like.Alternatively or additionally, it is provided that the rigidity structure has at least one through-opening. In other words, the wing element part and / or the reinforcing part has the at least one through-opening. As a result, the rigidity of the wing element, in particular of the wing element part and / or of the reinforcing part, can be specified or set particularly precisely in a particularly low-complexity manner. The through-opening can be understood in particular as an opening designed as an opening. The through-opening is, for example, slot-shaped, i.e. in the form of a slot.In a further embodiment, it is provided that the wing element is designed as a tailgate. This means that the wing element is the tailgate. This makes it possible to avoid oscillations of the tailgate in a particularly low-complexity manner or keep them particularly low, as a result of which acoustics of the tailgate, in particular acoustic behavior of the tailgate, can be kept particularly low during the travel of the motor vehicle in a particularly low-complexity manner. Alternatively, it is provided, for example, that the wing element is designed as a door, in particular as a side door, of the motor vehicle.It is preferably provided that the wing element part is designed as an inner panel of the tailgate. In other words, it is provided that the wing element part, in particular in the closed position, is arranged on a side of the wing element or of the tailgate facing inwards with respect to the motor vehicle.Preferably, it is provided that the wing element or the tailgate has at least one outer panel formed separately from the inner panel, to which outer panel the inner panel is held or fastened at least indirectly, in particular directly. The inner panel is arranged further inward relative to the motor vehicle than the outer panel, in particular in the closed position. In particular, the inner panel is arranged further forward in the vehicle longitudinal direction of the motor vehicle in the closed position than the outer panel. Because the wing element part is designed as the inner panel, in the closed position oscillations introduced into the outer panel via the striker, in particular during the travel of the motor vehicle, can be damped by the elastic deformation of at least the wing element part. This means that the outer panel can be decoupled from the striker by the elastic deformation of the inner panel in terms of vibration. As a result, the comfort of the motor vehicle, in particular the acoustics of the motor vehicle, can be particularly improved in a particularly low-complexity manner.In particular, it can be seen that the rigidity structure can provide the required rigidity or softness for the effective decoupling of the connection of the striker, for example directly, in the inner panel and / or in the reinforcing part of the tailgate or on doors. For this purpose, in the region of a connection of the striker or lock to the wing element, the inner panel and / or the reinforcing part can be changed in a targeted manner, for example weakened, so that the necessary rigidity can be set. The "setting" can be effected by selective introduction of slits, apertures, beads, corrugations, edge projections, etc. Finite element calculation (FEM) methods can be used for the design. This makes it possible to represent different stiffnesses in different directions of action, as the result of which, for example, a softness, i.e. a low stiffness, in the closing direction and / or a stiffness, i.e. a high stiffness, in the transverse direction of the wing element can be achieved. A closing system, in particular one decoupled from the standpoint of vibration, can be realized.In a further embodiment, at least one clamping device is provided which engages on the wing element part, in particular directly, and by means of which the wing element part can be or is loaded with prestress, in particular at least indirectly or directly, at least in the open position of the wing element, in particular in the open position and in the closed position. In other words, the wing element part, in particular already, is elastically deformable or deformed in the open position by a clamping force of a clamping device, in particular directly, acting on the wing element part. The clamping force can be understood in particular to mean a force by means of which the prestress can be effected or is brought about. The prestress can be understood in particular as a mechanical prestress. The clamping device is preferably formed separately from the wing element part and / or the reinforcing part and / or the outer sheet metal and / or the striker.This embodiment is based in particular on the following findings and considerations: The rigidity structure or the elastic deformability as a result of the rigidity structure can already cause elastic deformation of the wing element part when the wing element is closed, in particular without the aforementioned vibration entries, that is to say for example while the motor vehicle is stationary, by locking the bow element to the closing element, that is to say by the coupling or engagement of the bow element to the closing element. This means that, for locking, for example, an elastic deformation path of at least the wing element part can be overcome so to speak, wherein this elastic deformation path is actually provided for damping the oscillations. As a result of this elastic deformation path during locking, a closing force for closing the wing element, and in particular for locking, can thus be particularly high, which can have a negative effect on a closing comfort and / or a negative effect on an effort for closing or locking the wing element. In particular, the elastic deformation can cover a particularly large over travel distance.Due to the prestress brought about by means of the clamping device, at least a part of the elastic deformation, also referred to as deflection, which is brought about or would be brought about during the coupling of the yoke element to the closing element, in particular during the latching of the closing element into the yoke element, that is to say during the latching or coupling of a lock position, can already be present in the open position, that is to say, as it were, prior to the closing or locking. In other words, a part, in particular a large part, of the elastic deformation path of the wing element part can be compensated by means of a prestressed system. As a result, the closing force for closing the wing element, in particular for locking, can be kept particularly low. Thus, the comfort of the motor vehicle, in particular closing comfort, can be particularly increased. Furthermore, the acoustic behavior of the motor vehicle when opening the wing element can be particularly improved by the prestress, since elastic deformation of the wing element part, which is referred to in particular as deflection back, after the release of the striker or of the closing element can be kept particularly low or can be avoided.In a further embodiment, it is provided that the clamping device is designed as a bolt or as a screw element or as a sheet metal offset. In other words, the clamping device has at least one bolt and / or at least one screw element and / or at least one sheet metal offset. In particular, the bolt or the screw element or the sheet metal offset is designed here as a stop element, in particular a stop element acting directly, in particular mechanically, on the wing element part and the wing element part, by means of which stop element the prestress of the wing element can be effected or is brought about. Thus, the striker connected to the wing element part by means of the wing element part can be prestressed, for example, by means of a screw element also referred to as a screw and / or the bolt and / or the sheet metal deposition. As a result, the prestress can be effected in a particularly low-complexity manner, in particular in a particularly cost-effective manner.The sheet metal deposition can be understood in particular as a partial region of a sheet metal, wherein this partial region protrudes from at least one further partial region of the sheet metal that is different from the partial region, that is to say runs obliquely or perpendicularly to the further partial region.Further features of the invention are evident from the claims, the figures and the description of the figures. The features and combinations of features mentioned above in the description and 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 respectively specified combination but also in other combinations or alone.The invention will now be explained in more detail on the basis of a preferred exemplary embodiment and with reference to the drawings. The following are shown: FIG. 1 shows a schematic perspective view of an arrangement according to the invention; FIG. 2 is a schematic partial front view of an arrangement according to the invention; FIG. 3 shows a schematic force-displacement diagram; FIG. 4 is a schematic partial sectional view of an arrangement according to the invention for illustrating a closing process of a wing element; FIG. 5 shows schematic partial sectional views of an arrangement according to the invention according to a further embodiment for illustrating a closing process of a wing element; and FIG. 6 is a schematic force-path diagram for illustrating a bias; and FIG. 7 shows a schematic partial sectional view of an arrangement according to the invention according to a further embodiment.In the figures, identical or functionally identical elements are provided with identical reference symbols.FIG. 1 shows a schematic perspective view of an arrangement 1 of a striker 2 on a wing element part 3 of a wing element 4 of a motor vehicle. In particular, FIG. 1 shows a schematic perspective view of the wing element 4. FIG. 2 shows the arrangement 1 or the wing element 4 in a schematic front partial view.In the exemplary embodiment, the wing element 4 is designed as a tailgate 5 of the motor vehicle. The wing element part 3 is therefore designed as a tailgate part 6, in particular as a tailgate sheet. Alternatively, it is also possible for the wing element 4 to be designed as a door, in particular a side door, of the motor vehicle.The tailgate 5 has at least one fastening region 7, by means of which the tailgate 5 is to be held or held on a body 11 of the motor vehicle so as to be pivotable at least indirectly, in particular directly, about a pivot axis 10 between a closed position 8 and at least one open position 9. In the exemplary embodiment shown in FIG. 1, two of the fastening regions 7 are provided, which are each designed, for example, as a respective hinge.The striker 2 has at least one fastening plate 12, for example designed as a metal sheet, by means of which the striker 2 is held at least indirectly, in particular directly, on the tailgate part 6. Furthermore, the striker 2 has at least one striker element 13 which is formed in particular separately from the fastening plate 12 and projects from the fastening plate 12 and by means of which the striker 2 can be coupled or is coupled, in particular in a positively locking manner, to a closing element 14 which is arranged or is to be arranged on a component of the motor vehicle which is formed separately from the tailgate 5 in order to lock the tailgate 5 in the closed position 8.In order to be able to particularly improve the comfort of the motor vehicle, and in particular an acoustic behavior of the tailgate 5, it is provided that the tailgate 5, in particular the tailgate part 6, has at least one separate rigidity structure 15 formed by the striker 2 for the targeted formation of an at least local rigidity of the tailgate 5, in particular of the tailgate part 6, as a result of which, in particular with respect to the closed position 8 and the open position 9, oscillations introduced into the tailgate 5 and elastic deformation of at least the tailgate part 6 can be damped or damped exclusively in the closed position 8 via the striker 2, in particular via the bracket element 13, for example as a result of a journey of the motor vehicle.In the exemplary embodiment, the tailgate part 6 is designed as an inner panel 16, which can be referred to in particular as a tailgate inner panel. In the exemplary embodiment, the tailgate 5 has at least one outer part which is formed separately from the inner panel 16 and is formed, for example, as an outer panel 17. The outer part can be understood to mean, for example, a tailgate outer skin. For example, the inner plate 16 is arranged, in particular held, directly on the outer plate 17. Below the outer panel 17 is, for example, a base body or a supporting structure of the tailgate 5. the tailgate 5 has, for example, further tailgate parts 18, 19, 20 which are formed in particular separately from the inner panel 16 and in particular separately from the outer panel 17.By means of the rigidity structure 15 of the tailgate part 6 or of the inner panel 16, the striker 2, and thus in particular a vibration path running via the body 11 via the closing element 14 to the striker 2, can be vibrationally decoupled from the outer panel 17 and in particular from the further tailgate parts 18, 19, 20. As a result, in the closed position 8, oscillations introduced via the striker 2 into the outer plate 17 and / or into the further plate parts 18, 19, 20 can be damped by the elastic deformation of at least the wing element part 6 or the inner plate 16.As shown by way of example in FIGS. 1 and 2, it is provided in a further embodiment that the rigidity structure 15 is formed as a surface structure 21, in particular of the tailgate part 6, wherein the surface structure 21 has at least one depression 22 and / or at least one elevation 23. Alternatively or additionally, it is provided, for example, that the rigidity structure 15, in particular the tailgate part 6, has at least one through-opening 24. The rigidity structure 15, in particular the respective depression 22 and / or the respective elevation 23 and / or respective passage opening 24, is preferably arranged at least in the vicinity, in particular in the region, of the striker, and thus in particular of a striker connection. Thus, a defined setting of the local rigidity in the region of the striker connection is possible via a specific arrangement of apertures, slots, corrugations, beads or the like.In FIG. 3, a schematic force-displacement diagram 25 is shown. The elastic deformation 26, also referred to as deflection, is plotted on the abscissa, for example in the unit of millimeters. A force 27 acting on the tailgate 5, in particular the tailgate part 6, is plotted on the ordinate, for example in the unit Newton. The force 27 is in particular a force 27 acting on the striker 2, in particular the striker element 13, as a result of the coupling with the closing element 14. The striker 2 can be deflected by the force 27 relative to the tailgate 5, in particular relative to the tailgate part 6 and / or the outer panel 17 and / or the further tailgate parts 18, 19, 20 as a result of the elastic deformation 26, if forces 27, for example as a result of the closing element 14 and / or a tailgate seal and / or excitations during the driving operation of the motor vehicle, act on the striker 2. In this case, FIG. 3 illustrates the elastic deformation during the closing of the tailgate 5, i.e. during the pivoting of the tailgate 5 from the open position 9 into the closed position 8, by means of a first force-travel characteristic curve 28. It can be seen from the diagram 25 that the elastic deformation or the deflection between the state "tailgate 5 opened", that is to say in the open position 9, and "tailgate 5 closed", that is to say in the closed position 8, is particularly large compared to the additional elastic deformation or deflection which takes place during the driving operation of the motor vehicle. The rigidity of the tailgate part 6, in particular the rigidity of the connection of the striker 2 in the form of the tailgate part 6 to the tailgate 5, is preferably important for the vibration decoupling, wherein this rigidity in the force-travel diagram 25 corresponds to a respective gradient of the respective force-travel characteristic line 28, 29. The characteristic curve, in particular the first force-path characteristic curve 28 and / or the second force-path characteristic curve 29, does not necessarily have to be linear, but can also be designed to be progressive and / or degressive, that is to say to have progressive and / or degressive partial regions. For example, a particularly low stiffness may be desirable for particularly good acoustics, and a particularly high stiffness may be desirable for particularly closeability or lockableness. This means that a degressive course can be sought for a particularly advantageous acoustic and a progressive course of the respective characteristic curve can be sought for a particularly good closeability and a progressive course of the respective characteristic curve can be sought for a particularly good closeability.In the exemplary embodiment shown in FIG. 3, the force 27 in the closed position 8 is, for example, 400 Newton and thereby causes an elastic deformation or deflection of 2 millimeters. This means that in the exemplary embodiment a force of 400 Newton can be applied to the striker 2 when the tailgate 5 is closed, wherein this can cause a deflection of 2 millimeters, which is to be overcome for closing the tailgate 5.FIG. 4 shows the arrangement 1 or the tailgate 5 in three respective schematic partial sectional views A, B, C for illustrating a closing process of the tailgate 5.In a first of the partial sectional views A, the tailgate 5 is in a position also referred to as a construction position, in which a lock position 30, i.e. a locking of the bow element 13 to the closing element 14, has not yet been reached. In order to achieve the lock position 30, that is to say to couple the yoke element 13 to the closing element 14, it is necessary to overcome a first overstroke 31, which can also be referred to as lock overstroke.In a second of the partial sectional views B, the bow element 13 is located directly before the coupling, in particular latching, to the closing element 14, It can be seen that the tailgate 5, in particular the outer panel 17, requires a particularly large second overlift 33, which can also be referred to as flap overlift, so that the bow element 13 can just latch in the lock. This means that a particularly high closing energy may be required, which may be associated with comfort losses. In the third of the partial sectional views C, the bracket element 13 is coupled, in particular latched, to the closing element 14. The striker 2 is thus locked in the lock. As a result, the elastic deformation is effected at least on the tailgate part 6, in particular on the connection of the striker 2, as a result of which the tailgate 5, in particular the outer panel 17, is located in the construction position 32. The closing process is thus ended. In particular, the force 27 acting on the bracket element 13 leads to the elastic deformation.FIG. 5 shows the arrangement 1 or the tailgate 5 in three schematic partial sectional views D, E, F according to a further embodiment, in which at least one clamping device 34 is provided, which engages the tailgate part 6, in particular directly, and by means of which the tailgate part 6 is or is subjected to prestress at least in the open position 9, in particular in the open position 9 and the closed position 8.In one of the fourth partial sectional views D, the tailgate part 6 or the connection is not prestressed. In the fifth partial sectional view E, the tailgate part 6 or the connection is prestressed by means of the clamping device 34. In this case, the closing process of the tailgate 5 is illustrated in the fifth partial sectional view E, wherein the tailgate 5, in particular the outer panel 17, is in the construction position 32 in this case and the bracket element 13 is shown directly before the coupling to the closing element 14, that is to say the lock is just not yet closed. Therefore, no force 27 yet acts on the striker 2, in particular the striker element 13.The closing process is finished in the sixth partial sectional view F. Furthermore, in the sixth partial sectional view F, the tailgate part 6 or the connection is prestressed by means of the clamping device 34, wherein the bracket element 13 is coupled to the closing element 14. It can be seen here that the tailgate 5 requires no, or only a particularly small, over travel for coupling the bracket element 13 to the closing element 14, in particular for latching the lock. The force 27 acting on the striker 2 therefore only leads to a particularly small additional elastic deformation of the tailgate 5, in particular of the tailgate part 6.FIG. 6 shows a schematic second force-displacement diagram 35 for illustrating the bias or the effect of the bias. The elastic deformation 26 or the deflection is plotted on the abscissa. The force 27 is plotted on the ordinate. As a result of the prestress, the tailgate part 6 is already elastically deformed in the open position 9, which can be referred to in particular as the prestress path 36. Starting from the elastic deformation 26 due to the prestress, i.e. starting from the prestress path 36, only an additional elastic deformation 37 must then be applied after or during closing when closing the tailgate 5 or when locking the striker 2, wherein this additional elastic deformation 37 is smaller than the prestress path 36. The tailgate part 6 or the connection can be prestressed by the clamping device 34 such that a large part of the elastic deformation that occurs is already present when the tailgate 5 is open. After the closing process, only a particularly slight additional elastic deformation 37 is thus produced. This causes a particularly low energy to be applied for closing the tailgate 5, which results in a comfort advantage. Thus, the closing comfort of the tailgate 5 can be particularly optimized. It is likewise advantageous that the clamping device 34 can serve as a stop, in particular a hard stop, when closing, that is to say when moving the tailgate 5 into the closed position 8, such that no flap over-lift or only a particularly small flap over-lift can arise and thus a risk of damage, for example a flap addition, can be particularly minimized.It can thus be seen that the elastic deformation to be covered for closing, i.e. a distance to be covered, can be kept particularly low in the embodiment shown in FIG. 5 compared to the embodiment shown in FIG. 4, which has a positive effect on the closing comfort of the tailgate 5.In the respective exemplary embodiment shown in FIGS. 4 and 5, at least one reinforcing part 38 which is formed separately from the tailgate part 6, and in particular the outer panel 17 and / or the further tailgate parts 18, 19, 20 and bears flat against the tailgate part 6 is held on the tailgate part 6, by means of which reinforcing part the tailgate part 6 is preferably at least locally stiffened. The reinforcing part 38 is preferably in the form of a reinforcing plate.In the exemplary embodiment shown in FIG. 5, the tailgate 5 has at least one second reinforcing part 39 formed separately from the reinforcing part 38. The second reinforcement part 39 can be referred to in particular as a rigid reinforcement.For example, it is provided that the clamping device 34 acts, in particular directly, on the second reinforcing part 39, as a result of which the tailgate part 6 is subjected or is subjected to the prestress via the second reinforcing part 39, for example by means of the reinforcing part 38, at least in the open position 9. It can thus be provided that the clamping device 34 acts indirectly, namely at least via the second reinforcing part 39, on the tailgate part 6 in order to effect the prestress. In the exemplary embodiment, the clamping device 34 is arranged between the striker 2, in particular the fastening plate 12, and the second reinforcing part 39, as a result of which the elastic deformation of the tailgate 5 can be "anticipated" so to speak by the prestress. In the exemplary embodiment shown in FIG. 5, the clamping device 34 is designed as a bolt 40.FIG. 7 shows the arrangement 1 or the tailgate 5 in a further schematic partial sectional view according to a further embodiment, in which the clamping device 34 is configured as a screw element 41, in particular as a screw. In this case, FIG. 7 illustrates the elastic deformation of the tailgate part 6 for moving or deflecting the striker 2.List of reference characters1 Arrangement 2 striker 3 wing element part 4 wing element 5 tailgate 6 tailgate part 7 fastening region 8 closed position 9 open position 10 pivot axis 11 body 12 fastening plate 13 bracket element 14 closing element 15 rigidity structure 16 inner panel 17 outer panel 18 further tailgate part 19 further tailgate part 20 further tailgate part 21 surface structure 22 depression 23 elevation 24 through opening 25 force path diagram 26 elastic deformation 27 force 28 first force path characteristic curve 29 second force path characteristic curve 30 lock position 31 first overlift 32 construction position 33 second overlift 34 clamping device 35 second force path diagram 36 preload path 37 additional elastic deformation 38 first reinforcing part 39 second reinforcing part 40 bolt 41 screw elementReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedWO 2020 / 156 706 A1

[0002]

Claims

Arrangement (1) of a striker (2) on a wing element part (3) of a wing element (4) of a motor vehicle, in which the wing element (3) has at least one fastening region (7), via which the wing element (3) can be held at least indirectly on a body of the motor vehicle so as to be pivotable about a pivot axis (10) between a closed position (8) and at least one open position (9), and the striker (2) has a fastening plate (12), via which the striker (2) is held at least indirectly on the wing element part (3), and a bracket element (13) protruding from the fastening plate (12), via which the striker (2) can be coupled to a closing element (14) arranged on a structural element of the motor vehicle formed separately from the wing element (4) in the closed position (8), characterized in that, the wing element (4) has at least one rigidity structure (15) formed separately from the striker (2) for the targeted formation of an at least local rigidity of the wing element (4), whereby oscillations introduced into the wing element (4) via the striker (2) in the closed position (8) can be damped by elastic deformation of at least the wing element part (3).Arrangement (1) according to claim 1, characterized in that the wing element part (3) comprises the stiffness structure (15).Arrangement (1) according to Claim 1 or 2, characterized in that at least one reinforcing part (38) which is formed separately from the wing element part (3) and the striker (2) and bears flat against the wing element part (3) is held on the wing element part (3).Arrangement (1) according to Claim 3, characterized in that the rigidity structure (15) is formed at least in regions by the reinforcing part (38).Arrangement (1) according to one of the preceding claims, characterized in that the stiffness of the wing element part (3) is at least locally reduced by means of the stiffness structure (15).Arrangement (1) according to one of the preceding claims, characterized in that • the rigidity structure (15) is designed as a surface structure (21) which has at least one depression (22) and / or at least one elevation (23), and / or • the rigidity structure (15) has at least one through-opening (24).Arrangement (1) according to one of the preceding claims, characterized in that the wing element (4) is designed as a tailgate (5).Arrangement (1) according to Claim 7, characterized in that the wing element part (3) is designed as an inner panel (16) of the tailgate (5).Arrangement (1) according to one of the preceding claims, characterized by at least one clamping device (34) which engages on the wing element part (3) and by means of which the wing element part (3) is subjected to prestress at least in the open position (9) of the wing element (4).Arrangement (1) according to one of the preceding claims, characterized in that the clamping device (34) is designed as a bolt (40) or as a screw element (41) or as a sheet metal deposit.

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