Side door arrangement for a motor vehicle

Abstract

The invention relates to a side door arrangement (1) for a motor vehicle, comprising a side frame (2) defining a door opening (4), on which a side door (5) pivotable between a closed position and at least one open position is mounted, and a catch device (6) with a first catch element (7) arranged on the side frame side and a second catch element (8) arranged on the door side of a structural component (9) of the side door (5), which can be brought into engagement with the first catch element (7) in the event of an accident-related deformation of the side door (5) as a result of a side collision, wherein the first catch element (7) is arranged on a vehicle pillar (3) in the area of ​​a locking bar (17) of a locking device (18) designed separately from the catch device (6) and for locking the side door (5), and the second catch element (8) is arranged on a side of the side door (5) facing away from the door hinge.

Description

[0001] The invention relates to a side door arrangement for a motor vehicle according to the preamble of claim 1. Furthermore, the invention relates to a side door arrangement for a motor vehicle according to the preamble of claim 6.

[0002] Particularly in side collisions, where a vehicle's side door can be severely deformed due to the forces involved, a problem can arise. Especially with particularly rigid side sills, which may be necessary in electric vehicles to protect the underfloor energy storage system, an impacting obstacle, vehicle, or similar barrier can travel up the side sill and strike the side door relatively high or centrally. This can lead to particularly high intrusions into the side door and place a particularly high load on the body-side attachment points of the side door.The rising side door can cause it to slide down relative to the vehicle's side frame at its lower edge, potentially intensifying the intrusion or, in the case of a sufficiently wide side door, even pushing it completely through the door opening. Furthermore, the rising and sliding action of the side door can significantly increase the forces and moments acting on the door hinges and the lock-latch system. Such a side collision is simulated, for example, by the IIHS 2.0 side impact test.

[0003] DE 2 033 531 A1 discloses a motor vehicle body with a longitudinal member arranged under the door and with doors that are pivotable about vertical axes and are attached to the body in the closed state with an additional hook, wherein a hook is arranged near the lower corner of the door below the lock.

[0004] The object of the invention is to create a side door arrangement for a motor vehicle, such that in the event of a side collision of the motor vehicle, particularly favorable support of the side door can be provided.

[0005] This problem is solved according to the invention by a side door arrangement for a motor vehicle with the features of claim 1 and by a side door arrangement for a motor vehicle with the features of claim 6. Advantageous embodiments of the invention are the subject of the dependent claims and the description.

[0006] A first aspect of the invention relates to a side door arrangement for a motor vehicle, which is designed, for example, as a passenger car. Preferably, the motor vehicle has a body, in particular a self-supporting body.

[0007] The side door assembly, in particular the bodywork, has at least one side frame that defines or forms a door opening, in particular directly. In other words, the side frame surrounds the door opening at least partially, in particular predominantly or completely, for example, entirely. The door opening can be understood to be, in particular, a passageway, especially of the side frame. Preferably, the door opening opens at one end into an interior of the motor vehicle and at the other end into the surrounding area of ​​the motor vehicle.

[0008] The interior, which can also be referred to as the vehicle interior, passenger compartment, or passenger cell, is preferably at least partially, and in particular predominantly or completely, bounded by the bodywork. In particular, the interior is bounded at least partially by the side frame.

[0009] At least one side door is mounted on the side frame, in particular on a component of the side frame, and is pivotable, in particular about a pivot axis, between a closed position and at least one open position, in particular different from the closed position, especially relative to the side frame. In other words, the side door is pivotable, in particular about the pivot axis, between the closed position and the at least one open position, in particular relative to the side frame, at least indirectly, in particular directly, held on the side frame, in particular on the component of the side frame.

[0010] The term "pivoting" the side door can refer in particular to repositioning the side door. Pivoting the side door between the closed and open positions can refer in particular to pivoting the side door from the closed position to the open position and / or from the open position to the closed position. The side door can be referred to as a vehicle door.

[0011] Preferably, in the open position, the door opening is at least partially, and in particular predominantly or completely, unobstructed by the side door. This allows a person in the open position to enter the interior from the surroundings or exit the interior, i.e., to leave the interior or the vehicle. In other words, the person in the open position can enter or exit the vehicle through the door opening. "Person" can refer in particular to a vehicle occupant.

[0012] Preferably, the door opening is completely closed by the side door when in the closed position. This prevents people from entering the interior through the door opening, especially when closed. In other words, when closed, a person cannot enter or exit the interior through the door opening.

[0013] The component of the side frame is, for example, a vehicle pillar, in particular a component of the vehicle pillar, such as an outer part of the vehicle pillar. The outer part is, for example, designed as an outer shell. The vehicle pillar is, for example, designed as an A-pillar or a B-pillar. For example, the side door is pivotable between the closed and open positions by means of at least one door hinge, in particular indirectly or directly, mounted or held on the side frame, in particular on the component of the side frame.

[0014] The side door assembly comprises at least one safety catch with a first catch element arranged on the side frame and a second catch element arranged on a structural component of the side door. This means that the safety catch includes the first catch element and the second catch element, which is specifically designed separately from the first catch element. In other words, the first catch element is provided or formed on the side frame, particularly on the structural component of the side frame, and the second catch element is provided or formed on the structural component of the side door. The structural component is, for example, designed as the inner door panel.

[0015] In the event of accidental deformation of the side door due to a side collision of the motor vehicle, the second catch element is specifically designed to engage, or can be brought into engagement, with the first catch element, preferably directly and in a form-fitting manner. This means that the catch elements are engaged, or can be brought into engagement, with each other during the accidental deformation of the side door due to the side collision. In other words, during the accidental deformation of the side door due to the side collision, the second catch element is specifically designed to be supported, preferably directly, against the first catch element, and is specifically connected, or can be connected, to the first catch element in a form-fitting manner.

[0016] The term "positive locking" or "positive locking connection" can be understood to mean, in particular, a positive locking in at least one spatial direction, preferably in several spatial directions. The fact that the locking elements are engaged with each other, or can be brought into engagement, can, for example, be understood as an interlocking of the locking elements. The locking device can therefore also be described as a crash interlock, in particular as a crash interlock of the side door to the side frame.

[0017] In order to provide particularly favorable support for the side door in the event of a side collision, especially at the side frame, the invention provides that the first catch element is arranged on the vehicle pillar, specifically on the structural component of the vehicle pillar, in the area of ​​a locking bar of a locking device designed separately from the catch device and for locking the side door. In other words, the first catch element is provided or formed on the vehicle pillar, specifically on the structural component of the vehicle pillar, with the first catch element being located in the area of ​​the locking bar. The second catch element is arranged on a side of the side door, specifically on the structural component, facing away from the door hinge.This means that the door hinge, in particular a hinge part of the door hinge, is arranged on a first side of the side door, and the second catch element is arranged on a second side of the side door facing away from the first side, in particular opposite the first side. The first side can be referred to as the side facing the door hinge. In other words, the second catch element is provided or formed on the side facing away from the door hinge, i.e., on the second side of the side door.

[0018] The fact that the first catching element is arranged in the area of ​​the locking bar can be understood in particular to mean that the first catching element is arranged at least in the vicinity, and especially in the immediate vicinity, of the locking bar.

[0019] The invention is based in particular on the following findings and considerations: Side collisions, which can be simulated, for example, using the IIHS 2.0 crash test, can generate extreme, especially mechanical, loads on the side door. To reduce these loads, optimized load distribution into the vehicle body may be necessary.

[0020] By means of the door arrangement according to the invention, loads acting on the side door in a side collision, particularly mechanical loads, can be distributed in such a way that main interfaces, such as the door hinge and / or the locking mechanism (also referred to as the door lock), can be relieved to a particularly large extent, and thus sufficiently, even in the case of particularly high energy input. Through the engagement of the catch elements with one another, lock areas and / or locking bar areas can be particularly relieved in a side collision, which can be achieved, for example, by catch elements designed as interlocking strips in the pillar area, particularly the B-pillar area. This allows intrusion of the side door, particularly towards the vehicle interior, to be kept to a minimum or even avoided altogether.In particular, the mechanical strength of the door arrangement according to the invention can be significantly increased compared to a conventional door arrangement, which may have side impact beams and / or various geometries and / or various materials. Overall, it is evident that the safety of the motor vehicle, especially its passive safety, can be significantly enhanced.

[0021] The door hinge preferably comprises a first hinge part and a second hinge part, which is particularly separate from the first hinge part. The hinge parts of the door hinge are preferably pivotable relative to each other about a hinge axis, particularly between at least two respective pivot positions. The pivot axes preferably run parallel to each other.

[0022] The hinge axes preferably run parallel to the pivot axis. Preferably, the side door is in the closed position when the hinge parts of the door hinge are in one of the first pivot positions. Preferably, the side door is in the open position when the hinge parts of the door hinge are in the second pivot position.

[0023] In a further embodiment, it is provided that, in the engaged state of the catch elements, any movement of the side door relative to the side frame in the longitudinal direction and / or vertical direction of the vehicle is prevented or can be prevented, particularly by the catch elements themselves. This means that the relative movement between the side door and the side frame is prevented when the catch elements are engaged. In other words, in the event of a side collision, i.e., when the catch elements are engaged, the catch elements are supported against each other in the longitudinal direction and / or vertical direction of the vehicle, particularly directly.This means that, in the engaged state of the retaining elements, the side door is fixed or secured against movement relative to the side frame, particularly unintentional movement, in the longitudinal and / or vertical direction of the vehicle, and in particular by a positive locking mechanism. This significantly increases the mechanical load-bearing capacity of the side door, especially its connection to the side frame. Furthermore, it significantly reduces stress on the locking mechanism.

[0024] Alternatively or additionally, a further embodiment provides for the catch elements to be wedge-shaped, at least partially, and in particular predominantly or completely. In other words, each catch element has a contact surface via which the catch elements can be engaged with each other, and each catch element has a base surface, with the respective contact surface extending obliquely to the respective base surface. The wedge-shaped design of the catch elements allows them to be engaged with each other in a particularly reliable, especially safe and / or robust manner. This provides particularly good support for the side door in the event of a side collision.

[0025] For example, the first catch element is connected to the side frame, in particular to the component of the side frame, via its base surface, for example directly.

[0026] For example, the second catch element is connected to the structural part of the side door, in particular directly, via its base surface.

[0027] In a further embodiment, it is provided that the length of the first retaining element extending in the transverse direction of the vehicle is at least 50 percent, in particular 60, 70, 80, or 90 percent, of the width of the vehicle pillar, especially the outer part of the pillar, extending in the transverse direction of the vehicle. In other words, the first retaining element extends at least half as far, for example, at least three-quarters as far, as the vehicle pillar, especially the outer part of the pillar, extends in the transverse direction of the vehicle. This allows for a particularly large area in which the retaining elements engage with each other or can be brought into engagement. This means that a point-like locking mechanism can be avoided, and instead, for example, locking can be ensured over a particularly large area.This allows the side door to be supported particularly securely in the event of a side collision. For example, the length of the first retaining element, extending laterally across the vehicle, corresponds to the width of the vehicle pillar, also extending laterally across the vehicle. This means that the first retaining element can extend, for example, across the entire width, which can be described as the depth of the vehicle pillar.

[0028] Alternatively or additionally, a further embodiment provides that the length of the second catch element extending in the transverse direction of the vehicle when closed is at least 50 percent, and in particular at least 60, 70, 80, or 90 percent, of the transverse width of the vehicle pillar. In other words, the second catch element extends in the transverse direction of the vehicle at least half as far, for example, three-quarters as far, when closed, as the vehicle pillar, especially its outer section, extends in the transverse direction. This allows the catch elements to engage with each other over a particularly large area, thus reliably preventing, for example, point-contact jamming. This also ensures that the side door is supported particularly securely in the event of a side collision.

[0029] In a further embodiment, it is provided that, in the installed position of the side door on the side frame, the catch elements are spaced apart from each other in the closed position, and especially in the open position. This means that the catch elements are not engaged with each other before a side collision or if a side collision does not occur. In other words, the catch elements, which are initially spaced apart, for example, in the transverse direction of the vehicle, can be brought into engagement with each other, particularly in a form-fitting and / or direct manner, during the accident-related deformation of the side door as a result of the side collision. This means that the gap between the catch elements resulting from the accident-related deformation can be bridged, or is bridged, in order to bring the catch elements into engagement with each other.This allows manufacturing costs for the side door assembly, particularly in the vehicle, to be kept especially low, as tolerances, for example, can be met more easily or even very easily. At the same time, in the event of a side collision, the side door can be supported particularly effectively.

[0030] In a further embodiment, the first catch element is designed separately from the vehicle pillar, in particular the side frame. This means that the first catch element and the vehicle pillar, in particular the side frame, are not formed from a single piece, but are separate components that have been joined together after their manufacture, particularly subsequently. Alternatively or additionally, in a further embodiment, the second catch element is designed separately from the structural component of the side door. This means that the second catch element and the structural component are not formed from a single piece, but are separate components that have been joined together after their respective manufacture, particularly subsequently. By forming them separately, the manufacturing time for the side door assembly, in particular for the motor vehicle, can be kept particularly short.Furthermore, an ideal geometry of the catch elements can be achieved in a particularly cost-effective way in order to support the side door in a particularly favorable manner.

[0031] For example, the respective catch element is designed as a strip, in particular a boulder strip. This means that the respective catch element is designed in the form of a strip. Thus, a crash interlock of the side door to the side frame can be achieved by means of boulder strips. Preferably, the strips are mounted on the side door, in particular on the structural component, and on the side frame, in particular on the vehicle pillar. This means that the first strip-shaped catch element is mounted on the side frame, in particular on the vehicle pillar, and the second strip-shaped catch element is mounted on the structural component of the side door.

[0032] A second aspect of the invention relates to a side door arrangement for a motor vehicle. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0033] The side door assembly has at least one side frame defining a door opening, on which a side door pivoting between a closed and an open position is mounted. Furthermore, a safety catch is provided with a first catch element arranged on the side frame side and a second catch element arranged on a structural component of the side door on the door side, which engages, or can be brought into engagement, with the first catch element in the event of accidental deformation of the side door due to a side collision.

[0034] In order to provide particularly favorable support for the side door in the event of a side collision, the invention provides that the catch elements are wedge-shaped, at least in some areas, and in particular predominantly or completely. In other words, each catch element has a contact surface via which the catch elements can be engaged with one another, and each catch element has a base surface, wherein the respective contact surface extends obliquely to the respective base surface.

[0035] This allows the catch elements to engage with each other in the event of a side collision, creating a wedging effect. The catch elements can thus wedge themselves together to support the side door particularly effectively and securely. This significantly increases the mechanical strength of the side door, especially its connection to the side frame. Overall, it is evident that the safety, particularly the passive safety, of the vehicle can be significantly improved.

[0036] In a further embodiment, it is provided that the first retaining element is arranged, in particular directly on a surface of the side frame that extends upwards at least substantially in the vertical direction of the vehicle. In other words, the first retaining element is provided or formed on the surface of the side frame that extends upwards in the vertical direction of the vehicle. The surface of the side frame that extends upwards in the vertical direction of the vehicle can be understood to mean, in particular, a surface of the side frame facing upwards in the vertical direction of the vehicle.

[0037] Alternatively or additionally, a further embodiment provides that the second catching element is arranged, in particular directly, on a side, in particular a surface, of the structural component, in particular the inner door panel of the side door, which points downwards at least substantially in the vertical direction of the vehicle. In other words, the second catching element is formed or provided on the side, in particular a surface, of the structural component, in particular the inner door panel of the side door, which points downwards in the vertical direction of the vehicle. The side or surface pointing downwards in the vertical direction of the vehicle can be understood to mean, in particular, a side or surface facing downwards in the vertical direction of the vehicle.

[0038] By positioning the first retaining element on the upward-facing surface of the side frame (in the vehicle's vertical direction) and the second retaining element on the downward-facing side of the structural component (in the vehicle's vertical direction), the side door can be supported in the lower area of ​​the side frame, particularly the door opening. This significantly improves the mechanical strength of the side door, especially its connection to the side frame. As a result, intrusion of the side door in the transverse direction of the vehicle and / or lifting of the side door in the vertical direction can be minimized or even prevented.

[0039] For example, the first catch element is located within the door opening. Thus, the upward-facing surface of the side frame, extending in the vehicle's vertical direction, is, for example, a side, or in particular a surface, of the side frame that extends within the door opening. This means that this side or surface, for example, partially limits the door opening, particularly downwards in the vehicle's vertical direction. For example, the second catch element is located on the bottom of the side door. This means that the downward-facing surface, or in particular a surface, of the structural component, extending in the vehicle's vertical direction, is, for example, the bottom of the side door. The bottom of the door is, for example, formed at least partially, and in particular predominantly or completely, by the inner door panel. This means that the bottom of the door can be at least partially, and in particular predominantly or completely, part of the inner door panel.

[0040] In a further embodiment, the first catching element is arranged in the area of ​​a side sill of the vehicle. In other words, the first catching element is located at least in the vicinity, and in particular in the immediate vicinity, of the side sill. This allows the first catching element to act as a raised barrier for the side door, and especially for the second catching element, particularly with respect to the side frame and / or the side sill. This minimizes the intrusion of the side door in the sill area in the transverse direction of the vehicle. This means that intrusion, and especially particularly high intrusion, in the sill area can be prevented by the raised barrier. For example, the first catching element is arranged directly on the side sill.

[0041] In a further embodiment, it is provided that, in the engaged state of the catch elements, any movement of the side door relative to the side frame in the transverse and / or vertical direction of the vehicle is prevented or can be prevented, particularly by the catch elements themselves. This means that the relative movement between the side door and the side frame is prevented when the catch elements are engaged. In other words, in the event of a side collision, i.e., when the catch elements are engaged, the catch elements are supported against each other, particularly directly, in the transverse and / or vertical direction of the vehicle.This means that, in the engaged state of the retaining elements, the side door is fixed or secured against movement relative to the side frame, particularly by a positive locking mechanism, in the transverse and / or vertical direction of the vehicle. This significantly increases the mechanical load-bearing capacity of the side door, especially its connection to the side frame. In particular, increased intrusion in the transverse direction and / or lifting of the side door in the vertical direction can be prevented or minimized.

[0042] In a further embodiment, it is provided that the length of the first catch element extending in the longitudinal direction of the vehicle is at least 50 percent, in particular at least 60, 70, 80 or 90 percent, of the length of the door opening extending in the longitudinal direction of the vehicle. In other words, the length of the first catch element extending in the longitudinal direction of the vehicle is at least half as long, for example at least three-quarters as long, as the length of the door opening extending in the longitudinal direction of the vehicle.

[0043] Alternatively or additionally, a further embodiment provides that the length of the second catch element extending in the longitudinal direction of the vehicle when the side door is closed is at least 50 percent, and in particular at least 60, 70, 80 or 90 percent, of the longitudinal length of the door opening. This means that the longitudinal length of the second catch element is at least half as long as the longitudinal length of the door opening when the side door is in the closed position.

[0044] The described length of the first and second catch elements allows for a significantly larger area in which the catch elements engage or can engage, thus enabling a particularly large support base for the side door. The catch elements can, for example, wedge themselves across the entire length of the door sill. This means that the catch elements can engage not just at a single point, but over a large area.

[0045] Overall, it is evident that the raised barrier in the form of the first retaining elements effectively prevents intrusion in the sill area. These retaining elements, designed as strips, for example, can wedge themselves together in the sill area, particularly at the side door and side frame, for instance, along the entire length of the door bottom, both laterally and / or vertically. This significantly minimizes the risk of intrusion in the lateral direction and prevents the side door from being lifted vertically.

[0046] In a further embodiment, it is provided that, in the installed position of the side door on the side frame, the catch elements are spaced apart from each other in the closed position, and especially in the open position.

[0047] In a further embodiment, the first catch element is designed separately from the side frame and / or the side sill. Alternatively or additionally, the second catch element is designed separately from the structural component, in particular the inner door panel, of the side door.

[0048] For example, it is provided that the side door arrangement according to the second aspect of the invention includes, in addition to the catch device according to the second aspect of the invention, a catch device according to the first aspect of the invention. The catch device according to the first aspect of the invention can then, for example, be referred to as the second catch device.

[0049] For example, it is provided that the side door arrangement according to the first aspect of the invention comprises, in addition to the catch device according to the first aspect of the invention, a catch device according to the second aspect of the invention. The catch device according to the second aspect of the invention can then, for example, be referred to as the second catch device.

[0050] Further features of the invention will become apparent 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 in the figures alone, are not only usable in the combinations specified, but also in other combinations or on their own.

[0051] The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The drawings show: Fig. 1 A schematic and perspective partial view of a side door arrangement according to the invention to illustrate two catch elements; and Fig. 2 a schematic and perspective partial view of a side door arrangement according to a further embodiment of the invention to illustrate two catch elements; and Fig. 3 a schematic and perspective partial view of a side door of a side door arrangement according to the invention in a further embodiment.

[0052] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0053] Fig. Figure 1 shows a schematic and perspective partial view of a side door arrangement 1 for a motor vehicle. In this view, Fig. Figure 1 illustrates a side frame 2 in a partial view, where the side frame 2 can be referred to in particular as a side wall. In this context, Fig. Figure 1 shows, in particular, a vehicle pillar 3 of the side frame 2 in a partial view, wherein the vehicle pillar 3 is designed as a B-pillar in the exemplary embodiment. Alternatively, the vehicle pillar 3 can be another vehicle pillar, for example an A-pillar or a C-pillar. Fig. Figure 2 shows the side door arrangement 1, in particular the side frame 2, in a further schematic and perspective partial view.

[0054] The side frame 2 at least partially, and in particular predominantly or completely, limits a door opening 4. A side door 5, which can be pivoted or moved between a closed position and at least one open position, is mounted on the side frame 2. The side door 5 is in Fig. Figure 3 shows a schematic and perspective partial view. For example, the side door 5 is pivotably mounted on a vehicle pillar, for example on the A-pillar, via at least one door hinge, between the closed position and the at least one open position.

[0055] The side door arrangement 1 has at least one safety catch 6, which can in particular be referred to as the first safety catch 6. The first safety catch 6 has at least one first safety catch 7 arranged on the side frame side, i.e. on the side frame 2, and a second safety catch 8 arranged on the door side, on a structural component 9 of the side door 5.

[0056] In the exemplary embodiment, the side door assembly 1 has at least one second safety catch 10 that is distinct from the first safety catch 6, in particular that is designed separately from the first safety catch 6 and preferably spaced apart from the first safety catch 6. The second safety catch has at least one first catch element 11 arranged on the side frame side, i.e., on the side frame 2, and a second catch element 12 arranged on the door side, on the structural component 9 of the side door 5. The catch elements 7, 8, 11, 12 of the respective safety catch 6, 10 are designed separately from one another. It can be provided that the side door assembly 1 has exclusively the first safety catch 6 or, finally, the second safety catch 10 with respect to the safety catch 6, 10.

[0057] Alternatively, it can be provided that the side door arrangement 1 has the first and the second catch device 6, 10.

[0058] In the event of an accidental deformation of the side door 5 due to a side collision, the respective second catch element 8, 10 of the respective catch device 6, 10 engages, or can be brought into engagement, with the respective first catch element 7, 11 of the respective catch device 6, 10, particularly in a form-fitting manner. By bringing the respective catch elements 7, 8, 11, 12 into engagement with each other, the side door 5 can be supported, at least indirectly, and in particular directly, against the side frame 2 via the respective catch device 6, 10 during the side collision. This significantly increases the mechanical load-bearing capacity of the connection between the side door 5 and the side frame 2. The resistance of the side door 5 to side collisions can thus be significantly increased.

[0059] In this embodiment, the structural component 9 is designed as the inner door panel of the side door 5. The side door 5 preferably has at least one outer door panel, which is designed separately from the inner door panel and is connected, for example, and especially directly, to the inner door panel. The inner door panel is arranged on an inner side of the side door 5, and the outer door panel is arranged on an outer side of the side door 5. This means that the inner door panel is arranged further inwards in the transverse direction 16 of the vehicle than the outer door panel, particularly in the closed position.

[0060] In this embodiment, it is provided that, in the installed position of the side door 5 on the side frame, the catch elements 7, 8 of the first catch device 6 and / or the catch elements 11, 12 of the second catch device 10 are spaced apart from each other in the closed position of the side door 5. This means that the catch elements 7, 8 and / or the catch elements 11, 12 are spaced apart from each other. This is the case for the first catch device 6 in Fig. Figure 1 illustrates this. The second catch element 8 of the first catch device 6 is shown in a position which the second catch element 8 assumes in the closed position of the side door 5, with the side door 5 in Fig. 1 is not shown. Fig. Figure 1 shows that a gap 13 is provided or formed between the catch elements 7, 8 of the first catch device 6. This gap 13, which can also be referred to as the first gap 13, preferably extends at least substantially in the vehicle's vertical direction 14. As a result of the side collision or the accident-related deformation of the side door 5, the first gap 13 can be bridged, allowing the catch elements 7, 8 of the first catch device 6 to be supported against each other, particularly directly, in order to engage with one another.

[0061] In Fig. Figure 2 shows the second catch element 12 of the second catch device 10 in a position which the second catch element 12 assumes in the closed position of the side door 5, wherein the side door 5 is in Fig. 2 is not shown. Equivalents are in Fig. 3 the catch elements 11, 12 of the second catch device 10 are also shown in this position, which the catch elements 11, 12 of the second catch device 10 assume relative to each other in the closed position of the side door 5, wherein in Fig. 3 of the side frames 2 is not shown. From Fig. 2 and Fig. Figure 3 shows that a second gap 15 is provided or formed between the catch elements 11, 12 of the second catch device 10, which preferably extends in the transverse direction 16 of the vehicle. As a result of the side collision or the accident-related deformation of the side door 5, the second gap 15 can be bridged or is bridged, whereby the catch elements 11, 12 of the second catch device 10 can be supported or are supported against each other in order to engage the catch elements 11, 12 with each other.

[0062] In order to provide particularly favorable support for the side door 5 in the event of a side collision, the exemplary embodiment provides that the first catch element 7 of the first catch device 6 is arranged on the vehicle pillar 3 in the area of ​​a locking bar 17 of a locking device 18, which is designed separately from the respective catch devices 6, 10 and for locking the side door 5. Furthermore, the second catch element 8 of the first catch device 6 is arranged on a side of the side door 5, in particular of the structural component 9, facing away from the door hinge. This means that the side door 5 is supported on a side opposite the catch device 6, in particular the first catch element 7, for example via respective hinges.This allows the side door 5 to be supported particularly securely via the catch elements 7, 8 of the first catch device 6 in the area of ​​the locking bar 17 or the locking device 18, which can particularly relieve the locking device 18 in the event of a side collision.

[0063] The side of the side door 5 furthest from the door hinge is, for example, particularly in the closed position, the rear side of the side door 5 with respect to a longitudinal direction 19 of the vehicle. The side furthest from the door hinge can in particular be referred to as the short side of the side door 5. The locking bar 17 is, for example, attached, in particular directly, to the vehicle pillar 3.

[0064] In this embodiment, the catch elements 7, 8 of the first catch device 10 are wedge-shaped, at least partially, and in particular predominantly or completely. Furthermore, when the catch elements 7, 8 of the first catch device 6 are engaged, movement of the side door 5 relative to the side frame 2 in the longitudinal direction 19 and / or the vertical direction 14 of the vehicle is prevented or can be prevented. This ensures that unintended movement of the side door 5 in the event of a side collision or accident-related deformation of the vehicle's longitudinal direction and / or vertical direction, i.e., for example, unintentional lifting of the side door 5, is reliably prevented.

[0065] In this embodiment, a length 20 of the first catch element 7 of the first catch device 6, extending in the transverse direction 16 of the vehicle, is at least 50 percent of a width 21 of the vehicle pillar 3 extending in the transverse direction 16 of the vehicle. The length 20 can be referred to as the first length 20. The width 21 can be referred to as the first width 21. Preferably, a length 22 of the second catch element 8 of the first catch device 6, extending in the transverse direction 16 of the vehicle when the side door 5 is closed, is at least 50 percent of the width 21 of the vehicle pillar 3 extending in the transverse direction 16 of the vehicle. The length 22 can be referred to as the second length 22. Preferably, the first and second lengths 20 and 22 are of the same length.

[0066] In the exemplary embodiment, the first catching element 7 of the first catching device 6 is arranged on a side, particularly a surface, of the vehicle pillar 3, particularly an outer part of the vehicle pillar 3, that points in the longitudinal direction 19 of the vehicle, in particular forward or backward. Furthermore, it is provided, for example, that the second catching element 8 of the first catching device 6 is arranged on a side, particularly a surface, of the structural component 9 of the side door 5 that points in the longitudinal direction 19 of the vehicle, in particular forward or backward, especially when the side door 5 is in the closed position.

[0067] For example, it is provided that the first catching element 7 of the first catching device 6 is designed separately from the vehicle pillar 3, in particular from the side frame 2 and / or the outer part of the vehicle pillar 3, and / or that the second catching element 8 of the first catching device 6 is designed separately from the structural component 9 of the side door 5.

[0068] In order to be able to support the side door 5 particularly favorably in the event of a side collision, it is provided in the exemplary embodiment that the catch elements 11, 12 of the second catch device 10 are wedge-shaped at least in some areas, in particular predominantly or completely.

[0069] In a further embodiment, it is provided that the first catching element 11 of the second catching device 10 is arranged in a surface 23 of the side frame 2 pointing upwards in the vehicle vertical direction 14 of the motor vehicle and / or the second catching element 12 of the second catching device 10 is arranged in a side 24, in particular surface, of the structural component 9 of the side door 5 pointing downwards in the vehicle vertical direction 14.

[0070] Furthermore, in one embodiment, the first catching element 11 of the second catching device 10 is arranged in the area of ​​a side sill 25.

[0071] In this embodiment, the interlocking catch elements 11 and 12 of the second catch device 10 prevent or can prevent movement of the side door 5 relative to the side frame 2 in the transverse direction 16 and / or the vertical direction 14 of the vehicle. This minimizes inward intrusion of the side door 5 in the transverse direction 16. Alternatively or additionally, the side door 5 can be supported by the catch elements 11 and 12 in such a way as to prevent unintentional lifting of the side door 5 in the event of a side collision.

[0072] In this embodiment, a length 26 of the first catch element 11 of the second catch device 10, extending in the longitudinal direction 19 of the vehicle, is at least 50 percent of a length 27 of the door opening 4, extending in the longitudinal direction 19 of the vehicle. The length 26 can be referred to as the third length. The length 27 can be referred to as the fourth length. Preferably, a length 28 of the second catch element 12 of the second catch device 10, extending in the longitudinal direction 19 of the vehicle when the side door 5 is closed, is at least 50 percent of the length 27 of the door opening, extending in the longitudinal direction 19 of the vehicle. The length 28 can be referred to as the fifth length.

[0073] Preferably, the first catching element 11 of the second catching device 10 is designed separately from the side frame 2, in particular the side sill 25, and / or the second catching element 12 of the second catching device 10 is designed separately from the structural component 9 of the side door 5.

[0074] In this embodiment, the respective catch element 7, 8, 11, 12 of the respective catch device 6, 10 is designed as a strip, i.e., as a strip. A principal extension direction of the respective catch element 7, 8 of the first catch device 6 preferably extends substantially in the transverse direction of the vehicle. A principal extension direction of the catch elements 11, 12 of the second catch device 10 preferably extends at least substantially in the longitudinal direction of the vehicle.

[0075] Numerals, such as "first", "second", "third", etc., are intended solely for differentiation and do not, in particular, indicate an order. This means that the corresponding numerals can be interchanged arbitrarily. Reference symbol list 1 Side door arrangement 2 side frames 3 Vehicle column 4 Door opening 5 side door 6 first trapping device 7 first trap element of the first trap device 8 second trapping element of the first trapping device 9 Structural component 10 second trapping device 11 first trap element of the second trap device 12 second trap element of the second trap device 13 first gap 14 Vehicle uphill 15 second distance 16 Vehicle transverse direction 17 locking bars 18 Locking device 19 Vehicle longitudinal direction 20 first length 21 width 22 second length 23 Area Page 24 25 side skirts 26 third length 27 fourth length 28 fifth length QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 2 033 531 A1

[0003]

Claims

[1] Side door arrangement (1) for a motor vehicle, with a side frame (2) delimiting a door opening (4), on which a side door (5) is mounted which can be pivoted between a closed position and at least one open position, and with a catch device (6) with a first catch element (7) arranged on the side frame side and a second catch element (8) arranged on the door side on a structural component (9) of the side door (5), which second catch element (8) can be brought into engagement with the first catch element (7) in the event of an accident-related deformation of the side door (5) as a result of a side collision, characterized by that the first catching element (7) is arranged on a vehicle pillar (3) in the region of a locking bracket (17) of a locking device (18) which is designed separately from the catching device (6) and for locking the side door (5), and the second catching element (8) is arranged on a side of the side door (5) facing away from the door hinge. [2] Side door arrangement (1) according to claim 1, characterized by , that • in the state in which the catch elements (7, 8) are engaged with one another, a movement of the side door (5) relative to the side frame (2) in the vehicle longitudinal direction (19) and / or in the vehicle vertical direction (14) of the motor vehicle is prevented and / or • the catching elements (7, 8) are wedge-shaped at least in some areas. [3] Side door arrangement (1) according to claim 1 or 2, characterized by , that • a length (20) of the first catch element (7) extending in the transverse direction (16) of the motor vehicle is at least 50 percent of a width (21) of the vehicle pillar (3) extending in the transverse direction (16) of the motor vehicle and / or • a length (22) of the second catch element (8) extending in the vehicle transverse direction (16) in the closed position is at least 50 percent of the width (21) of the vehicle pillar (3) extending in the vehicle transverse direction (16). [4] Side door arrangement (1) according to one of the preceding claims, characterized by that in the installed position of the side door (5) on the side frame (2), the catch elements (7, 8) are spaced apart from one another in the closed position. [5] Side door arrangement (1) according to one of the preceding claims, characterized by that the first catch element (7) is formed separately from the vehicle pillar (3) and / or the second catch element (8) is formed separately from the structural component (9) of the side door (5). [6] Side door arrangement (1) for a motor vehicle, with a side frame (2) defining a door opening (4) on which a side door (5) pivotable between a closed position and an open position is mounted, and with a catch device (10) with a first catch element (11) arranged on the side frame side and a second catch element (12) arranged on the door side on a structural component (9) of the side door (5), which second catch element can be brought into engagement with the first catch element (11) in the event of an accident-related deformation of the side door (5) as a result of a side collision, characterized by that the catching elements (11, 12) are wedge-shaped at least in some areas. [7] Side door arrangement (1) according to claim 6, characterized bythat the first catch element (11) is arranged on a surface (23) of the side frame (2) pointing upwards in the vertical direction (14) of the motor vehicle and / or the second catch element (12) is arranged on a side (24) of the structural component (9) of the side door (5) pointing downwards in the vertical direction (14) of the vehicle. [8] Side door arrangement (1) according to claim 6 or 7, characterized by that the first catch element (11) is arranged in the region of a side sill (25). [9] Side door arrangement (1) according to one of claims 6 to 8, characterized by that when the catch elements (11, 12) are in engagement with one another, a movement of the side door (5) relative to the side frame (2) in the transverse direction (16) and / or in the vertical direction (14) of the motor vehicle is prevented. [10] Side door arrangement (1) according to one of claims 6 to 9, characterized by , that • a length (26) of the first catch element (11) extending in the vehicle longitudinal direction (19) of the motor vehicle is at least 50 percent of a length (27) of the door opening (4) extending in the vehicle longitudinal direction (19) and / or • a length (28) of the second catch element (12) extending in the vehicle longitudinal direction (19) in the closed position is at least 50 percent of the length (27) of the door opening (4) extending in the vehicle longitudinal direction (19).

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