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 (3) defining a door opening (2), on which a side door (11) pivotable between a closed position (12) and at least one open position is mounted, and a catch device (13) comprising a first catch element (14) arranged on the side frame side and having a first engagement surface (17) and a second catch element (15) arranged on a structural component (16) of the side door (11) on the door side and having a second engagement surface (18), which, in the event of an accident-related deformation of the side door (11) as a result of a side collision, can be brought into engagement with the first catch element (14) via the engagement surfaces (17, 18).wherein the first catching element (14) surrounds the door opening (2) from a side (21) of the door opening (2) bounded forward by the side frame (3) in the longitudinal direction (20) of the vehicle to a side (22) of the door opening (2) bounded rearward by the side frame (3) in the longitudinal direction (20).

Description

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

[0002] Particularly in side collisions, in which a side door of the vehicle can be severely deformed due to the applied forces, the problem can arise that, especially with particularly rigid side sills, which may be necessary, for example, in electrically powered vehicles to protect the underfloor energy storage unit, an impacting obstacle, vehicle, or similar barrier rises along the side sill and can strike the side door relatively high or centrally. This can lead to particularly severe intrusions in the side door and to particularly high loads on the body-side connection points of the side door.The rising of the side door can cause the lower end of the door to slide relative to the side frame of the vehicle, which can further intensify the intrusion or, in the case of a sufficiently wide side door, even push the door completely through the door opening. As the side door rises and deflects, the forces and moments acting on the door hinges and lock-strike systems can also increase significantly. Such a side collision is simulated, for example, with the IHS 2.0, IIHS 2.0, or CIASI side impact test.

[0003] DE 103 59 056 A1 discloses a door trim on motor vehicles for protection against lateral impacts in the event of an accident, in which claw elements which can be clawed together are provided in the area of ​​the underside of the door on the one hand and on the lower, body-side door frame on the other hand, wherein the door-side claw element is designed in the form of a profile rail as a support for receiving a door seal.

[0004] Furthermore, DE 21 62 071 A discloses a safety vehicle body in which indentation by a transverse force is prevented, wherein a body wall is provided with edge members defining an opening, a closing member arranged on one of the edge members for swinging movement through the opening between the closed and open positions, and two cooperating engagement devices, each formed in at least two opposing edge members and in a corresponding section of the closing member, so that they engage with one another when the closing member is in the closed position.

[0005] In addition, US 2020 / 0 207 420 A1 discloses a vehicle comprising a frame having an outer side and an inner side and having a door opening, a door sill attached to the frame and extending along an edge of the door opening, the door sill being extruded to have an elongated cavity, and a door having an elongated projection, the elongated cavity being arranged to receive the elongated projection when the door is in its closed position.

[0006] Furthermore, DE 103 59 056 A1 discloses a door claw on motor vehicles to protect against lateral impact in the event of an accident.

[0007] Furthermore, DE 40 20 745 A1 discloses a vehicle body with a side door and a longitudinal member arranged under the side door,

[0008] It is an object of the invention to provide a side door arrangement for a motor vehicle so that in the event of a side collision of the motor vehicle, a particularly favorable support of the side door can be made possible.

[0009] This object is achieved according to the invention by a side door arrangement for a motor vehicle having the features of patent claim 1. Advantageous embodiments of the invention are the subject of the dependent patent claims and the description.

[0010] The invention relates to a side door arrangement for a motor vehicle, which is designed, for example, as a passenger car. The motor vehicle preferably has a body, in particular a self-supporting one. The side door arrangement can be understood, in particular, as an arrangement of at least one side door on a side frame of the motor vehicle.

[0011] The side door arrangement, in particular the body, has at least one side frame that directly delimits or forms a door opening. In other words, the side frame surrounds the door opening at least partially, in particular predominantly or completely, for example, across its entire circumference. The door opening can be understood, in particular, as a through-opening, in particular of the side frame. The door opening preferably opens at one end into an interior of the motor vehicle and at the other end into the surroundings of the motor vehicle.

[0012] The interior, which can also be referred to as the vehicle interior, passenger compartment, or passenger cell, is preferably bounded at least partially, in particular predominantly or entirely, by the body. In particular, the interior is bounded at least partially by the side frame.

[0013] At least one side door is mounted on the side frame, in particular on a component of the side frame, pivotable about a pivot axis between a closed position and at least one open position, in particular different from the closed position, in particular relative to the side frame. In other words, the side door is held at least indirectly, in particular directly, on the side frame, in particular on the component of the side frame, pivotable about the pivot axis between the closed position and the at least one open position, in particular relative to the side frame.

[0014] Pivoting the side door can be understood, in particular, as a displacement of the side door. Pivoting the side door between the closed position and the open position can be understood, in particular, as 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, in particular, be referred to as a vehicle door.

[0015] Preferably, in the open position, the door opening is at least partially, in particular predominantly or completely, exposed by the side door. This allows a person to enter the interior from the surroundings via the particularly open door opening in the open position, or to enter the interior from the surroundings, i.e., to leave the interior or the motor vehicle. In other words, in the open position, the person can enter or exit the motor vehicle via the door opening. "Person" can be understood, in particular, as a vehicle occupant.

[0016] Preferably, in the closed position, the door opening is closed, in particular completely, by the side door. This prevents a person from entering the interior from the surroundings and / or from the interior to the surroundings via the, in particular closed, door opening. This means that in the closed position, a person cannot enter the interior from the surroundings via the door opening and / or from the interior to the surroundings. In other words, in the closed position, a person cannot enter or exit the interior via the, in particular closed, door opening.

[0017] The component of the side frame is, for example, a vehicle pillar, in particular a component of the vehicle pillar, for example, an outer part of the vehicle pillar. The outer part is designed, for example, as an outer shell. The vehicle pillar is designed, for example, as an A-pillar or a B-pillar. For example, the side door is pivotally mounted or held on the side frame, in particular on the component of the side frame, between the closed position and the open position via at least one door hinge, in particular indirectly or directly.

[0018] The side door arrangement has at least one catch device with at least one first catch element arranged on the side frame side and having a first engagement surface, and at least one second catch element arranged on the door side and having at least one second engagement surface. This means that the catch device has the first catch element and the second catch element, which is in particular formed separately from the first catch element. In other words, the first catch element, which has the first engagement surface, is provided or formed, in particular directly, on the side frame, in particular on the component of the side frame, and the second catch element, which has the second engagement surface, is provided or formed, in particular directly, on the structural component of the side door.The structural component is designed, for example, as an inner door part, in particular as an inner door panel.

[0019] In the event of an accident-related deformation of the side door as a result of a side collision of the motor vehicle, the second arresting element engages or can be brought into engagement with the first arresting element, in particular in a positive-locking manner, preferably directly, via the engagement surfaces, in particular in a targeted manner. This means that the arresting elements are or can be brought into engagement with one another, in particular directly, via the engagement surfaces, in the event of an accident-related deformation of the side door as a result of the side collision. In other words, in the event of an accident-related deformation of the side door as a result of the side collision, the second arresting element can be supported or is supported on the first arresting element, in particular in a targeted manner, preferably directly, via the engagement surfaces, and is or can be connected to the first arresting element in a positive-locking manner.

[0020] Preferably, the engagement surfaces touch each other directly when the catching elements are in engagement with each other, in particular as a result of the side collision or the accident-related deformation, i.e. are in an engaged state.

[0021] The positive engagement or the intended connection can be understood in particular as a positive connection in at least one spatial direction, preferably in several spatial directions. The fact that the catch elements are engaged or can be brought into engagement with one another can be understood, for example, as a hooking or wedging of the catch elements, in particular via the engagement surfaces.

[0022] In order to be able to support the side door particularly favorably in the event of a side collision, in particular on the side frame, the invention provides that the first catch element, in particular the first engagement surface, runs around the door opening at least from a side of the door opening delimited to the front, in particular directly, by the side frame in the vehicle's longitudinal direction to at least one side of the door opening delimited to the rear, in particular directly, by the side frame in the vehicle's longitudinal direction. This means that the first catch element, in particular the first engagement surface, runs around the door opening at least between the side of the door opening delimited to the front by the side frame in the vehicle's longitudinal direction and the side of the door opening delimited to the rear by the side frame in the vehicle's longitudinal direction.In other words, the first catching element, in particular the first engagement surface, surrounds the door opening at least from a side of the door opening facing the door hinge to at least a side of the door opening facing away from the door hinge. In other words again, the first catching element, in particular the first engagement surface, is arranged at least on the side of the door opening delimited to the front in the vehicle's longitudinal direction and at least on the side of the door opening delimited to the rear in the vehicle's longitudinal direction by the side frame. This means that the first catching element, in particular the first engagement surface, extends at least between the side of the door opening delimited to the front in the vehicle's longitudinal direction by the side frame and the side of the door opening delimited to the rear in the vehicle's longitudinal direction by the side frame.

[0023] Preferably, the second catch element, particularly in the closed position of the side door, surrounds the door opening from the side of the door opening delimited forward in the vehicle's longitudinal direction by the side frame to the side of the door opening delimited rearward in the vehicle's longitudinal direction by the side frame. Thus, the second catch element, particularly the second engagement surface, extends, for example, from at least one side of the side door, particularly of the structural component, facing forward in the vehicle's longitudinal direction, particularly in the closed position, to at least one side of the side door, particularly of the structural component, facing rearward in the vehicle's longitudinal direction, particularly in the closed position.In other words, the second catch element, in particular the second engagement surface, is arranged at least on the side of the side door facing forward in the vehicle's longitudinal direction and on the side of the side door facing rearward in the vehicle's longitudinal direction. Preferably, in the event of an accident-related deformation of the side door as a result of a side collision, the second catch element can be brought into circumferential engagement with the first catch element via the engagement surfaces, at least on the side of the door opening delimited forward in the vehicle's longitudinal direction by the side frame, up to at least the side of the door opening delimited rearward in the vehicle's longitudinal direction by the side frame.In the event of an accident-related deformation of the side door or a side collision, the second arresting element can thus be supported circumferentially on the second arresting element via the engagement surfaces, at least from the side of the door opening bounded forward by the side frame in the vehicle's longitudinal direction to the side of the door opening bounded rearward by the side frame in the vehicle's longitudinal direction. The first arresting element, in particular the first engagement surface, is designed, for example, as a circumferential stop and / or encircling element, in particular at least partially, in particular predominantly, surrounding the door opening.

[0024] The side of the door opening delimited to the front in the vehicle's longitudinal direction by the side frame can be referred to in particular as the first side. The side of the door opening delimited to the rear in the vehicle's longitudinal direction by the side frame can be referred to in particular as the second side. The first side can be understood in particular as a front side of the door opening relative to the vehicle's longitudinal direction. The second side can be understood in particular as a rear side of the door opening relative to the vehicle's longitudinal direction. The vehicle's longitudinal direction can be understood in particular as a longitudinal direction of the motor vehicle.

[0025] The term "circumferential movement" around the door opening can be understood, in particular, as a continuous movement, a movement with at least one interruption. This means that the first catch element can circumferentially move around the door opening from the first side to the second side, i.e., continuously, or that the first catch element can circumferentially move around the door opening from the first side to the second side with at least one interruption. It is not mandatory to provide a continuous or uninterrupted movement.

[0026] The invention is based in particular on the following findings and considerations: By intruding a barrier, particularly referred to as a crash barrier, the side door, in particular a door body of the side door, can be pushed into the door opening of the side frame, particularly referred to as the shell opening, in a real accident or a crash test. The side door, also simply referred to as the door, can be deformed most severely in its center relative to the vehicle's longitudinal direction. With sufficiently high mechanical stress, it is in principle possible that the side door can slide over flanges of the side frame into the vehicle interior due to extension and curvature before energy, particularly referred to as crash energy or collision energy, can be transferred from the side door to the side frame. This situation can be similar to a cloth that is placed over a pane of glass and pressed into the center of the glass with your finger.The cloth can slide over one edge of the glass into the glass. Previous approaches to solving the problem have usually aimed at making the cloth and thus the side door stiffer and thus resisting intrusion. In principle, it is conceivable to provide side impact beams, for example in the form of heavy steel beams, in the door body to prevent the crash barrier from penetrating the passenger compartment or to divert intrusion energy into the side frame. Furthermore, it is conceivable to raise a shell flange of the side frame in the area of ​​the seating systems, particularly those referred to as seats, and thus achieve greater side frame overlap with the crash barrier. Furthermore, it is conceivable to direct energy into the side sills, particularly those referred to as sills, via crash blocks in the door body floor. These conventional solutions can usually have a negative impact on the weight of the vehicle.Furthermore, manufacturing expenditure, especially manufacturing costs, can be particularly high.

[0027] In contrast, the side door arrangement according to the invention can enable particularly favorable, i.e. particularly advantageous, and in particular particularly secure, support of the side door, in particular on the side frame, via the catch elements or their engagement surface. To stay with the analogy with the glass and the cloth, the idea of ​​the invention lies in particular in creating an at least partially circumferential surface on the cloth, which is placed, for example, at a 90° angle around an edge of the glass edge and thus absorbs tensile forces in the cloth edge caused by the intrusion, for example by being placed aside or encompassed. The cloth can then be like a taut rope which resists the intrusion. This means that the door opening is at least partially secured, in particular at least from the first side to at least the second side.A circumferential surface in the form of the first engagement surface, and in particular the second engagement surface, can be created, via which the side door can be or is supported inwardly in the transverse direction of the vehicle, at least in part, in the event of an accident-related deformation or as a result of a side collision. This can significantly increase the mechanical load-bearing capacity of the side door arrangement. This can significantly improve the safety, in particular the passive safety, of the motor vehicle. In particular, the accident behavior of the motor vehicle, preferably in the event of a side collision, can be significantly improved. Overall, it is evident that an optimized bodyshell structure can be created.

[0028] Furthermore, it is provided that a sealing element is held, in particular directly, on the catch element, which in the closed position rests, in particular directly, on the side door, in particular on a sealing surface of the side door. In other words, the sealing element is fastened, in particular directly, to the catch element, wherein the sealing element, in particular with regard to the open position and the closed position exclusively, seals the side frame to the side door, in particular to the sealing surface of the side door in the closed position. This makes it possible to achieve a particularly good sealing effect on the side door, whereby the motor vehicle can be kept particularly airtight, in particular in the area of ​​the side door. Thus, a dual function can be achieved by means of the catch element, namely the engagement of the second catch element on the first catch element in the event of a side collision and the reception of the sealing element.The sealing element can be understood, in particular, as a door seal, which can be referred to as edge protection. The first catch element and the sealing element are preferably made of different materials.

[0029] Furthermore, it is provided that the sealing element protrudes from the first catch element in a direction running at least substantially parallel to the first engagement surface. In other words, the sealing element adjoins the first catch element in a direction running parallel to the first engagement surface, in particular directly. As a result, at least a part of the first catch element in the form of the first engagement surface can be kept free of the sealing element at least in some regions, whereby the second catch element, in particular positively connected to the first catch element, can be supported on the first catch element, in particular on the first engagement surface, in the event of a side collision. In addition, the sealing element can be attached to the first catch element with particularly little effort and / or particularly securely, in particular in order to seal the side frame and / or the side door.

[0030] In a further embodiment, it is provided that the first catch element, in particular the first engagement surface, runs around the door opening in its circumferential direction over at least 30 percent, in particular at least 50 percent, of a circumference of the door opening. In other words, the first catch element, in particular the first engagement surface, surrounds the door opening, in particular in the circumferential direction of the door opening, at least over 30 percent, in particular at least 50 percent. This means that the first catch element, in particular the first engagement surface, extends along the circumference or door opening over at least 30 percent, in particular at least 50 percent, of the circumference of the door opening. As a result, a particularly large support base for supporting the side door via the catch elements, in particular via the engagement surfaces, can be created.This allows for particularly high forces to be transmitted during support, significantly increasing the mechanical strength of the side doors. This significantly increases the safety of the vehicle.

[0031] Alternatively or additionally, a further embodiment provides that the first catch element, in particular the first engagement surface, at least predominantly surrounds the door opening in the circumferential direction of the door opening in the vehicle's vertical direction below or below a side door sill. In other words, the first catch element, in particular the first engagement surface, at least predominantly surrounds the door opening in the circumferential direction of the door opening, in particular in the circumferential direction of the door opening, relative to the vehicle's vertical direction below the door opening.The fact that the first catch element at least predominantly runs around the door opening in the circumferential direction of the door opening below the parapet in the vehicle's vertical direction can be understood in particular to mean that the first catch element, in particular the first engagement surface, runs around at least half of the door opening in the vehicle's vertical direction below the parapet in the circumferential direction of the door opening, which means that the first catch element, in particular the first engagement surface, extends at least over 50 percent of a circumference of the door opening extending below the parapet in the vehicle's vertical direction along the circumference or the door opening. This makes it possible to create a particularly large support base for supporting the side door via the catch elements, in particular via the engagement surfaces. This means that particularly high forces can be transmitted during the support, as a result of which the mechanical load-bearing capacity of the side doors can be particularly increased.This can significantly increase the safety of the vehicle.

[0032] For example, a window opening of the side door is arranged above the side door sill in the vertical direction of the vehicle. The window opening is preferably concealable or can be covered by a side window of the side door. Thus, the side window extends, for example, at least partially, in particular predominantly, above the sill in the vertical direction of the vehicle.

[0033] For example, it is provided that the first catching element, in particular the first engagement surface, at least predominantly surrounds the door opening in the circumferential direction of the door opening. In other words, the first catching element, in particular the first engagement surface, at least predominantly surrounds the door opening, in particular in the circumferential direction of the door opening. This can be understood in particular to mean that the first catching element, in particular the first engagement surface, surrounds at least half of the door opening in the circumferential direction of the door opening, which means that the first catching element, in particular the first engagement surface, extends at least over 50 percent of the circumference of the door opening along the circumference or the door opening.This creates a particularly large support base for supporting the side door via the catch elements, particularly via the engagement surfaces. This allows particularly high forces to be transmitted during support, significantly increasing the mechanical load-bearing capacity of the side doors. This significantly increases the safety of the vehicle.

[0034] In a further embodiment, it is provided that the first arresting element, in particular the first engagement surface, extends upwards on at least one of the sides, in particular on the first side and / or on the second side in the vertical direction of the vehicle, at least as far as a locking device designed separately from the arresting device and for locking the side door, in particular as far as a locking bracket of the locking device. In other words, the first arresting element, in particular an end region of the first arresting element related to the vertical direction of the vehicle, is arranged on at least one of the sides in the region of the locking device, in particular in the region of the locking bracket, i.e. is arranged close to, in particular in the immediate vicinity of, the locking device or the locking bracket. As a result, the side door can be supported particularly advantageously in the event of a side collision, in particular on the side frame.In particular, an optimal compromise can be achieved with regard to the mechanical load capacity of the side door arrangement and with regard to the installation space for the arresting device, in particular the striker.

[0035] The arresting device, in particular the locking bar, and thus in particular the first arresting element, is arranged, for example, on a vehicle pillar, for example on a B-pillar or a C-pillar. Preferably, the locking device, and in particular the first arresting element, is arranged on the side of the side door facing away from the door hinge.

[0036] In a further embodiment, it is provided that the first catch element extends on a side of the door opening that is delimited downwards in the vertical direction of the vehicle, in particular directly, by the side frame. This means that the catch element extends from the first side across the side delimited downwards in the vertical direction of the vehicle, which can in particular be referred to as the third side, to the second side. In other words, the first catch element runs around the door opening from the first side across the third side to at least the second side of the door opening. The first catch element is thus arranged at least on the first side, the second side, and the third side, which means that the catch element extends at least on the first side, the second side, and the third side of the door opening. This makes it possible to support the side door over a particularly large area via the engagement surface in the event of a side collision.The mechanical strength of the side door arrangement should be particularly increased, whereby the safety of the vehicle can be particularly increased, especially in the event of a side collision.

[0037] In a further embodiment, it is provided that the first catch element protrudes obliquely or perpendicularly from a side frame part, in particular outwards in the transverse direction of the motor vehicle. In other words, the first catch element extends obliquely or perpendicularly to the side frame part. This makes it possible to achieve a particularly good geometry of the first catch element or the first engagement surface in order to support the second catch element, in particular in a form-fitting manner, on the first catch element, in particular on the first engagement surface, in the event of a side collision. The first catch element is thus designed, for example, as a fold over of the side frame, in particular of the side frame part. The mechanical load-bearing capacity of the side door arrangement can thus be particularly increased, whereby the safety of the motor vehicle can be particularly improved.

[0038] The side frame part is designed, for example, as an inner part of the side frame or as an outer part of the side frame. The first catch element and the side frame part can be designed separately from one another, or the first catch element and the side frame part can be formed integrally. The latter means that the first catch element can be formed integrally with the side frame part, whereby the first catch element and the side frame part can be formed, for example, from one piece, in particular a monoblock.

[0039] In a further embodiment, it is provided that in the event of an accident-related deformation of the side door as a result of a side collision, the second catch element can be or is supported via the engagement surfaces at least inwards in the radial direction of the door opening, in particular directly, on the first catch element, in particular on the first engagement surface. In other words, in the event of an accident-related deformation or a side collision, the second catch element which has been brought into engagement with the first catch element, in particular with the first engagement surface, bears against the first catch element, in particular on the first engagement surface, in particular via the second engagement surface, in the radial direction of the door opening inwards. This allows for particularly secure support of the side door on the side frame in the event of a side collision.A shape of the first catch element is particularly well suited to prevent the first catch element from tipping over, since an elongation in the first catch element itself may be necessary for the first catch element to tip over or fold over.

[0040] In a further embodiment, it is provided that the side door has at least one inner door trim part, in particular one which is formed separately from the structural component and which, at least in the closed position of the side door, extends further inwards in the transverse direction of the vehicle than the second catch element, in particular than the first catch element. In other words, the inner door trim part is arranged at least in some regions further inwards than the second catch element, in particular the second engagement surface, at least in the closed position relative to the transverse direction of the vehicle. This means that the second catch element, in particular the second engagement surface, is covered, in particular completely, by the inner door trim part in the vertical direction of the vehicle, at least in the closed position of the side door.This significantly increases safety against a person getting caught, particularly accidentally, on the second catch element when entering and / or exiting the vehicle, thereby minimizing the risk of injury when entering and / or exiting the vehicle. The first catch element is thus located in a retracted or hidden position relative to the interior door panel, thus particularly reliably preventing unwanted, particularly mechanical, contact between the person and the second catch element.

[0041] In a further embodiment, it is provided that when the side door is installed on the side frame, the arresting elements, in particular the engagement surfaces, are spaced apart from one another in the closed position and in particular in the open position. This means that the arresting elements are not in engagement with one another before the side collision or if the side collision does not occur. In other words, the arresting elements, which are initially spaced apart from one another, for example in the transverse direction of the vehicle, can be brought into engagement with one another, in particular in a targeted manner, in particular in a form-fitting manner, for example directly, when the side door is deformed as a result of the side collision. This means that the distance between the arresting elements can be bridged or is bridged as a result of the accident-related deformation in order to bring the arresting elements into engagement with one another.This allows the manufacturing effort for the side door assembly, especially for the vehicle, to be kept to a minimum, as tolerances, for example, can be maintained more easily. At the same time, the side door can be supported particularly effectively in the event of a side collision.

[0042] A further aspect relates to a motor vehicle having at least one side door according to the invention. Advantages and advantageous embodiments of the further aspect are to be regarded as advantages and advantageous embodiments of the invention, and vice versa.

[0043] Further features of the invention emerge from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures, can be used not only in the respective specified combination, but also in other combinations or on their own.

[0044] The invention will now be explained in more detail using a preferred embodiment and with reference to the drawings. They show: Fig. 1 is a schematic partial sectional view of a side door arrangement according to the invention; Fig. 2 a schematic side view of a side door arrangement according to the invention.

[0045] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0046] Fig. 1 shows a schematic partial sectional view of a side door assembly 1 for a motor vehicle or of the motor vehicle. The side door assembly 1 has at least one side frame 3 that defines a door opening 2, in particular at least partially, predominantly, or completely, and which can be referred to in particular as a side wall. The side frame 3 is preferably part of a body of the motor vehicle, wherein the body is preferably designed as a self-supporting body.

[0047] In the Fig. 1, the side frame 3 has at least one inner part 4 and at least one outer part 5, which is in particular designed separately from the inner part 4. The inner part 4 is arranged further inward in the vehicle transverse direction 6 of the motor vehicle than the outer part 5. In particular, the inner part 4 adjoins the outer part 5 inwards in the vehicle transverse direction 6, preferably directly. The inner part 4 and the outer part 5 are preferably, in particular directly, connected to one another. The inner part 4 can in particular be referred to as the “inner side frame”. The outer part 5 can in particular be referred to as the “outer side frame”. The inner part 4 is designed, for example, as the inner panel of the side frame 3. The outer part 5 is designed, for example, as the outer panel of the side frame 3.

[0048] For example, a side sill 7 is at least partially formed by the side frame 3, in particular by the inner part 4 and / or the outer part 5, for example in a lower region of the side frame 3 relative to the vertical direction 8 of the motor vehicle.

[0049] In the Fig. In the embodiment shown in Figure 1, at least one intermediate element 9, which is designed, for example, as a deformation element, is arranged between the inner part 4 and the outer part 5, in particular in the vehicle's vertical direction 8 below the door opening 2. The intermediate element 9 has, for example, a structure with a plurality of cavities 10. For example, the intermediate element 9 is designed as an extruded profile.

[0050] At least one side door 11 is mounted on the side frame 3, in particular on the inner part 4 and / or the outer part 5, for example on a vehicle pillar, which can be pivoted between a closed position 12 and at least one open position. Fig. 1 the side door 11 is in the closed position 12.

[0051] The side door arrangement 1 has at least one catch device 13, which has at least one first catch element 14 arranged, in particular held, on the side frame side, i.e. on the side frame 3, in particular on the inner part 4 and / or on the outer part 5. Furthermore, the catch device has at least one second catch element 15, which is in particular formed separately from the first catch element 14 and is arranged on at least one structural component 16 of the side door 11. The first catch element 14 has at least one first engagement surface 17 and the second catch element 15 has at least one second engagement surface 18. The respective engagement surface 17, 18 can be understood in particular as a respective engagement region of the respective catch element 14, 15.In the event of an accident-related deformation of the side door 11 as a result of a side collision, the second catch element 15 can be brought into engagement or is brought into engagement with the first catch element 14 via the engagement surfaces 17, 18, in particular directly. When the catch elements are engaged with one another, that is, when the catch elements 14, 15 are in an engaged state, for example, an engagement of the catch elements 14, 15, in particular of the engagement surfaces 17, 18, can be effected or brought about. This means that the second catch element 15 can engage behind the first catch element 14, in particular in a form-fitting manner. In other words, the catch elements 14, 15 that are brought into engagement with one another can be connected or are connected to one another in a form-fitting manner, in particular via the engagement surfaces 17, 18, preferably directly.Thus, in the event of accident-related deformation of the side door 11 as a result of the side collision, the second catch element 15 can be brought into positive engagement with the first catch element 14 via the engagement surfaces 17, 18, for example. Fig. 1, an arrow 19 illustrates a crash load acting on the side door 11 during a side collision. The crash load preferably acts inward in the vehicle transverse direction 6. For example, the side door 11, in particular the structural component 16, is movable inward relative to the side frame 3 in the vehicle transverse direction 6 as a result of the crash load acting on the side door 11, whereby the second arresting element 15 can be brought into engagement with the first arresting element 14 via the engagement surfaces 17, 18.

[0052] Fig. 2 shows the side door arrangement 1 in a schematic side view. In order to be able to support the side door 11 particularly favorably, in particular on the side frame 3, it is provided that the first catch element 14 runs around the door opening 2 at least from a side 21 of the door opening 2 that is delimited forwards in the vehicle longitudinal direction 20 by the side frame 3, in particular by the outer part 5 and / or the inner part 4, to at least a side 22 of the door opening 2 that is delimited rearwards in the vehicle longitudinal direction 20 by the side frame 3, in particular by the inner part 4 and / or the outer part 5. This means that the first catch element 14 and in particular the second catch element 15 run along the side frame 3, for example on a door frame, in the circumferential direction 23 of the door opening 2 at least from the side 21 to the side 22.This allows for a particularly large support base for supporting the side door via the catch elements 14, 15, in particular via the engagement surfaces 17, 18. This minimizes intrusion of the side door 11 in the event of a side collision. Furthermore, mechanical stress on the door hinges can be minimized in the event of a side collision, thereby significantly increasing safety against damage to the door hinges. In particular, cracking of the door hinges can be prevented.

[0053] The side 21, which can be referred to in particular as the first side 21, is, for example, a side, in particular a surface, of the side frame 3, in particular of the inner part 4 and / or the outer part 5, for example the door frame, pointing or facing backward in the vehicle's longitudinal direction 20. The side 22, which can be referred to in particular as the second side 22, is, for example, a side of the side frame 3, in particular of the outer part 5 and / or the inner part 4, for example the door frame, pointing or facing forward in the vehicle's longitudinal direction 20.

[0054] An installation position 24 of the first catch element 14 and / or the second catch element 15, particularly referred to as installation position, is shown in Fig. 2 is illustrated by a line. Thus, in Fig. 2 that the first catching element 14 and / or the second catching element 15 run around the door opening 2 at least in some areas or at least in some areas along the door opening 2, in particular in the circumferential direction 23 of the door opening 2.

[0055] The first catch element 14 can be formed separately from the side frame 3, in particular separately from the inner part 4 and / or the outer part 5, or the catch element 14 can be formed integrally with the side frame 3, in particular with the inner part 4 and / or the outer part 5. The first catch element 14 can therefore be an additional component arranged on the side frame 3, in particular on the inner part 4 and / or the outer part 5, or the first catch element 14, in particular the first engagement surface 17, can be formed at least partially, in particular predominantly or completely, by the side frame 3, in particular by the inner part 4 and / or the outer part 5.

[0056] The side door 11 has, for example, at least one inner door part and at least one outer door part. The inner door part is designed, for example, as the inner panel of the side door 11, whereby the inner door part can in particular be referred to as the inner door panel 25. The outer door part is designed, for example, as the outer door panel 26 of the side door 11. The inner door part and the outer door part are, for example, designed separately from one another and are preferably connected to one another, in particular directly. The inner door part is arranged further inward in the vehicle transverse direction 6 than the outer door part. In the exemplary embodiment, the structural component 16 is the inner door part, in particular the inner door panel 25. Thus, the structural component 16 is designed, for example, as the inner door part or the inner door panel 25.

[0057] Alternatively, the structural component 16 may be another component of the side door 11.

[0058] As in Fig. As shown in Figure 2, the side door 11 can be a front side door 11a or a rear side door 11b. This means that the door opening 2 can be a front door opening 2a or a rear door opening 2b. Of course, the side door arrangement 1 can have the side door 11 as a front side door 11a and as a rear side door 11b. A respective catch device 13 can be provided for each side door 11a, 11b.

[0059] In the Fig. 2, it is provided that the first catch element 14, in particular the first engagement surface 17, and / or the second catch element 15, in particular the second engagement surface 18, runs around the door opening 2 in its circumferential direction 23 over at least 30 percent, in particular 50 percent, of a circumference of the door opening 2 or runs at least predominantly along the door opening 2 in the circumferential direction 23 of the door opening 2. Furthermore, it is provided in the exemplary embodiment that the first catch element 14, in particular the first engagement surface 17, and / or the second catch element 15, in particular the second engagement surface 18, at least predominantly run around the door opening 2 in the circumferential direction 23 of the door opening 2 in the vehicle vertical direction 8 below a parapet 11c of the side door 11. The parapet 11c can in particular be referred to as a door parapet.For example, it is provided that the first catch element 14 and / or the second catch element 15 at least predominantly encircles the door opening 2 in the circumferential direction 23 of the door opening 2 or runs at least predominantly along the door opening 2 in the circumferential direction 23 of the door opening 2. In particular, the engagement can be implemented in the region of the door leaf, preferably either completely or in partial regions of the door leaf shown in . Fig. 2 Installation position 24 illustrated by the line.

[0060] As in Fig. 2, it is provided in the exemplary embodiment that the first catch element 14 and / or the second catch element 15 extends on a side 27 of the door opening 2 that is delimited downwards, in particular directly, by the side frame 3, in particular by the inner part 4 and / or the outer part 5, in the vehicle's vertical direction 8. The side 27 can in particular be referred to as a third side. The third side 27 is, for example, a side of the side frame 3, in particular of the inner part 4 and / or the outer part 5, for example the door frame, that points or faces upwards in the vehicle's vertical direction 8. For example, the third side 27 is formed at least partially, in particular predominantly or completely, by the side sill 7. Thus, the first catch element 14 and / or the second catch element 15 runs, for example, in the circumferential direction 23 of the door opening 2 at least along the first side 21, the second side 22, and the third side 27.

[0061] In the exemplary embodiment, it is provided that the first catch element 14, in particular the first engagement surface 17, protrudes outwards, for example in the vehicle transverse direction 6, obliquely or perpendicularly, for example at a 90° angle, from a side frame part 28, in particular the inner part 4 and / or the outer part 5, of the side frame 3. The side frame part 28 is, for example, the inner part 4 or the outer part 5 of the side frame 3. Thus, the first catch element 14 is arranged, in particular designed, for example as a fold, in particular as a fold flange, on the side frame 3. The fold flange is arranged on the side frame 3 so as to at least partially encircle or run along the door opening 2.

[0062] As in Fig. 1, the second catching element 15 can be moved inwards in the transverse direction 6 of the vehicle in the case of a side collision, which is referred to as a crash, that is to say in Fig. 1 from right to left, in the vehicle vertical direction 8, under the first catch element 14, designed, for example, as a rear hook, in particular on the flange, whereby a sliding of the side door 11, for example, over the flange, can be slowed down or prevented. This means that the side door 11, in particular the inner door panel 25, in the case of a side collision, i.e. in Fig. 1 in the event of a crash from the right, cannot be diverted inwards via the outer part 5 of the side frame 3, which is designed or acts, for example, as a ramp, via the flange. In this case, a shape of the first catch element 14 and / or the second catch element 15 flange profile is preferably particularly well suited to preventing the first catch element 14, in particular a sheet of the first catch element 14, from tipping over, since tipping or folding over preferably requires elongation in the component, in particular in the first catch element 14 and / or in the inner part 4 and / or in the outer part 5.

[0063] In the exemplary embodiment, it is provided that the second catch element 15 can be supported or is supported on the first catch element 14 in the event of the accident-related deformation of the side door 11 as a result of the side collision via the engagement surfaces 17, 18 in the radial direction 29 of the door opening 2 inwards, in particular directly.

[0064] When the catch elements 14, 15 engage, a stop of the second catch element 15 against the first catch element 14 is preferably provided at least in the vehicle transverse direction 6 and in the vehicle vertical direction 8, for example at least in a lower region relative to the vehicle vertical direction 8, for example in the region of the side sill 7.

[0065] For a particularly secure, positive connection of the catch elements 14, 15, it is provided, for example, that the catch elements 14, 15 can be hooked or interlocked with one another when engaged. Thus, the second catch element 15 can, for example, hook with the folded flange in the closed position 12. For example, the second catch element 15, in particular the second engagement surface 18, is designed at least partially, in particular predominantly entirely, in a hook-shaped manner, in particular as a hook.

[0066] In the Fig. In the exemplary embodiment shown in Figure 1, the first catch element 14 has at least one fastening region 30, via which the first catch element 14 is held, in particular at least indirectly or directly, on the side frame 3, in particular on the inner part 4 and / or the outer part 5. For example, the first catch element 14 is supported via the fastening region 30 in the vehicle transverse direction 6, for example outwards, in particular directly, on the side frame 3, in particular on the inner part 4 and / or on the outer part 5. The fastening region 30 extends, for example, obliquely or perpendicularly to the first engagement surface 17. For example, the first catch element 14, in particular the first engagement surface 17, extends further outwards in the vehicle transverse direction 6 than the inner part 4 of the side frame 3.For example, the outer part 5 of the side frame 3 is at least partially covered inwards in the radial direction 29 of the door opening by the first catch element 14, in particular by the first engagement surface 17. In this case, between the first catch element 14, in particular the first engagement surface 17, and the outer part 5, for example, at least one receiving area for receiving the second catch element 15 is formed, wherein the second catch element 15 can be brought into engagement with the first catch element 14, for example via the receiving area, in particular directly. Thus, the second catch element 15 can be covered or covered, for example in the radial direction 29 of the door opening 2, in particular directly, by the first catch element 14, in particular by the first engagement surface 17, for example at least in the engaged state.

[0067] The second catch element 15 can be formed separately from the structural component 16 of the side door 11 or the second catch element 15 can be formed integrally with the structural component 16. In the Fig. 1, the second catch element is held on the structural component 16 via at least one second fastening region 31, which is different from the second engagement surface 18, in particular directly.

[0068] In the Fig. 1, it is provided that the first catch element 14 and / or the second catch element 15 extends at least on one of the sides 21, 22 upwards in the vehicle's vertical direction 8 at least as far as a locking device 32 which is separate from the catch device 13 and for locking the side door 11, in particular as far as a striker of the locking device 32. In this case, it is provided, for example, that the first catch element 14 and / or the second catch element 15 extends on the second side 22 as far as the locking device 32, and in particular no further, upwards in the vehicle's vertical direction 8. For example, it is provided that the first catch element 14 and / or the second catch element 15 extends further upwards on the first side 21 in the vehicle's vertical direction 8 than the locking device 32, that is to say beyond the locking device 32.This creates, for example, a circumferential flange or bent flange all the way up to the door lock.

[0069] In the exemplary embodiment, it is provided that at least one sealing element 33, which is designed in particular as a door seal and can in particular be referred to as edge protection, is held on the first catch element 14. In the closed position 12, the sealing element 33 rests against the side door 11, for example against the inner door part, in particular against the inner door panel 25, preferably directly. Thus, for example, the sealing element 33 is arranged, in particular held, on the edge flange, which seals the side frame 3, preferably in the closed position 12, towards the side door 11. For example, the sealing element 33 projects outwards beyond the first catch element 14, in particular the first engagement surface 17, in the vehicle transverse direction 6.

[0070] Preferably, the sealing element 33 protrudes in a direction 34 running at least substantially parallel to the first engagement surface 17, in particular directly from the first catch element 14, for example from the first engagement surface 17. The sealing element 33 thus adjoins the first catch element 14, in particular the first engagement surface 17, for example along the direction 34, in particular directly. The direction 34 runs, for example, at least substantially parallel to the vehicle transverse direction 6. In particular, the sealing element 33 is a sealing element 33 arranged on the side frame side.

[0071] For example, a second sealing element 35 is provided on the door side, i.e., arranged on the door side, which is formed separately from the sealing element 33. The second sealing element 35 is arranged, in particular held, at least indirectly, in particular directly, on the structural component 16, in particular on the inner door part or the inner door panel 25. For example, in the closed position 12, the second sealing element 35 rests, in particular directly, on the side frame 3, in particular on the outer part 5. The second sealing element 35 is designed, for example, as a main door seal.

[0072] As in Fig.1, it is provided in the exemplary embodiment that the side door 11 has at least one inner door trim part 36, which is in particular formed separately from the inner door part and / or from the outer door part and which, at least in the closed position 12 of the side door 11, extends further inwards in the vehicle transverse direction 6 than the second catch element 15, in particular the second engagement surface 18, and preferably further inwards in the vehicle transverse direction than the first catch element 14, in particular the first engagement surface 17. As a result, the second catch element 15, in particular the second engagement surface 18, can be particularly well hidden, so to speak, for example in the vehicle transverse direction 6 and / or in the vehicle vertical direction 8, behind or on the inner door trim part 36, which can also simply be referred to as the door trim, so that a vehicle occupant cannot injure themselves on the first catch element 15 when getting in and / or out.The door interior trim part 36 can in particular be referred to as door interior trim.

[0073] The interior door trim part 36 is held, for example, in particular at least indirectly or directly, on the interior door part, in particular the interior door panel 25. For example, the interior door part or the interior door panel 25 is covered, in particular toward the inside in the vehicle transverse direction 6, by means of the interior door trim part 36.

[0074] In the exemplary embodiment, it is provided that in the installation position 37 of the side door 11 on the side frame 3, the catch elements 14, 15, in particular the engagement surfaces 17, 18, for example in the vehicle transverse direction 6, in the vehicle vertical direction 8 and / or in the vehicle longitudinal direction 20, are spaced apart from one another in the closed position 12. This means that in the closed position 12, a distance 38 is provided between the catch elements 14, 15, wherein this distance 38 can be bridged or is bridged in the event of a side collision or deformation of the side door 11 in order to bring the catch elements 14, 15 into engagement with one another.

[0075] Thus, the second catch element 15 can be formed on the structural component 16, or the second catch element 15 can be an additional component, in particular arranged on the structural component 16. The second catch element 15 is formed, for example, from sheet metal or other high-strength materials.

[0076] For example, the side door 11 has at least one beam 39 designed as a side impact beam. By supporting the side door 11 when the catch elements 14, 15 engage, the security against the beam 39 becoming detached, in particular against the weld points of the beam 39 tearing off, can be particularly increased. Thus, the tearing off of the beam 39 can be particularly reliably prevented. List of reference symbols 1 side door arrangement 2 Door opening 2a front door opening 2b rear door opening 3 side frames 4 Inside part 5 Outdoor part 6 Vehicle transverse direction 7 side skirts 8 Vehicle vertical direction 9 Intermediate element 10 cavity 11 Side door 11a front side door 11b rear side door 11c Parapet 12 Closed position 13 Catching device 14 first catch element 15 second safety element 16 Structural component 17 first intervention area 18 second intervention area 19 Arrow 20 Vehicle longitudinal direction 21 first page 22 second page 23 Circumferential direction 24 Installation position 25 inner door panel 26 Door outer panel 27 third page 28 Side frame part 29 radial direction 30 first fastening area 31 second fastening area 32 locking device 33 Sealing element 34 direction 35 second sealing element 36 Interior door panel part 37 Installation position of the side door 38 distance 39 carriers

Claims

[1] Side door arrangement (1) for a motor vehicle, comprising a side frame (3) defining a door opening (2) on which a side door (11) pivotable between a closed position (12) and at least one open position is mounted, and comprising a catch device (13) comprising a first catch element (14) arranged on the side frame side and having a first engagement surface (17) and a second catch element (15) arranged on a structural component (16) of the side door (11) on the door side and having a second engagement surface (18), which second catch element can be brought into engagement with the first catch element (14) via the engagement surfaces (17, 18) in the event of an accident-related deformation of the side door (11) as a result of a side collision,wherein the first catch element (14) surrounds the door opening (2) from a side (21) of the door opening (2) which is delimited to the front by the side frame (3) in the vehicle longitudinal direction (20) to a side (22) of the door opening (2) which is delimited to the rear by the side frame (3) in the vehicle longitudinal direction (20), and a sealing element (33) is held on the first catch element (14), which sealing element rests against the side door (11) in the closed position (12), characterized by that the sealing element (33) protrudes from the first catching element (14) in a direction (34) running at least substantially parallel to the first engagement surface (17). [2] Side door arrangement (1) according to claim 1, characterized by , that • the first catch element (14) surrounds the door opening (2) in its circumferential direction (23) at least over 30 percent of a circumference of the door opening (2) and / or • the first catch element (14) in the vehicle vertical direction (8) below a parapet (11c) of the side door (11) at least predominantly encircles the door opening (2) in the circumferential direction (23) of the door opening (2). [3] Side door arrangement (1) according to claim 1 or 2, characterized by that the first catching element (14) extends upwards on at least one of the sides (21, 22) in the vertical direction (8) of the vehicle at least as far as a locking device (32) which is designed separately from the catching device (13) and for locking the side door (11). [4] Side door arrangement (1) according to one of the preceding claims, characterized by that the first catch element (14) extends on a side (27) of the door opening (2) which is delimited downwards by the side frame (3) in the vehicle vertical direction (8). [5] Side door arrangement (1) according to one of the preceding claims, characterized bythat the first catching element (14) protrudes obliquely or vertically from a side frame part (28) of the side frame (3). [6] Side door arrangement (1) according to one of the preceding claims, characterized by that the second catch element (15) can be supported inwards on the first catch element (14) in the radial direction (29) of the door opening (2) via the engagement surfaces (17, 18) in the event of the accident-related deformation of the side door (11) as a result of the side collision. [7] Side door arrangement (1) according to one of the preceding claims, characterized by that the side door (11) has at least one door interior trim part (36) which, in the closed position (12) of the side door (11), extends further inwards in the vehicle transverse direction (6) than the second catch element (15). [8] Side door arrangement (1) according to one of the preceding claims, characterized bythat in the installation position (37) of the side door (11) on the side frame (3), the catch elements (14, 15) are spaced apart from one another in the closed position (12).

Images