Guide device for a sliding door for a motor vehicle

Abstract

The invention relates to a guide device (10) for a sliding door for a motor vehicle, comprising a guide rail (12) for a carriage movable along the guide rail (12), and a connecting element (14) for connecting the guide rail (12) to a structural component (16) of the motor vehicle, wherein the connecting element (14) has at least one compliance area (18) through which the guide rail (12) can be moved relative to the structural component (16).

Description

The invention relates to a guide device for a sliding door of a motor vehicle according to the preamble of claim 1. Such guide devices are specifically designed for the movable mounting of sliding doors on vehicles or vehicle bodies and accordingly enable the opening and / or closing of the door along a predetermined travel path, especially in a translational direction. FR 3 134 352 A1 discloses a guide device for a sliding door in which a first straight guide rail and a second, in particular curved, guide rail together with a pivot arm provide a compact door guide. The connection of the rails to the body is rigid, which means that in the event of deformation of the door during a crash, there is a risk of guide failure. The object of the present invention is therefore to provide a guide device for a sliding door which is structurally flexible, particularly in the event of a side impact, and prevents the carriage from jumping out of the guide rail. This problem is solved by a guiding device with the features of claim 1. Advantageous embodiments of the invention are explained in the dependent claims, in the following description, and with reference to the figures. One aspect of the invention relates to a guide device for a sliding door of a motor vehicle, in particular a passenger vehicle, comprising at least one guide rail, a carriage movable along the guide rail, and a connecting element for attaching the guide rail to a structural component of the motor vehicle. The guide rail is designed to guide the carriage; the carriage itself is not part of the guide device, but the guide device enables its movement. This means that the guide system includes a guide rail that provides a defined track for the carriage, along which the sliding door moves. The connecting element is designed to mechanically couple the guide rail to a load-bearing area of ​​the vehicle, for example, a so-called "violin case," i.e., a reinforced body segment in the sill area. The term "connecting element" here refers specifically to a structural connection that mechanically links the guide rail to the vehicle. To solve the problem of the invention and thus also to enable the guide rail to move along with deformations of the body structure, the invention provides that the connecting element has at least one flexibility range over which the guide rail can be moved, adjusted, or displaced relative to the structural component. The connecting element is designed such that it yields elastically or plastically within a defined force range, thus allowing relative movement. This enables the guide rail to follow the deformation of the sliding door in the event of a side impact, thereby preventing, in particular, the destruction or prying of the carriage out of the rail. The components are connected, for example, via sheet metal segments with targeted weakening. The technical advantage lies in the proposed structural decoupling under load. This specific design creates a flexibility or a compliant guide, enabling a defined deformation profile for the sliding door. In summary, the design of the connecting element with a specifically compliant area enables controlled relative movement of the guide rail when the vehicle structure deforms, thereby maintaining the functionality of the door guide even in the event of a side crash (side impact, lateral impact on the vehicle) and effectively preventing the carriage from being pried out – especially because high lateral forces and depth deformations occur in a side crash, which can overload conventional rigid connections according to the known state of the art. In an advantageous embodiment of the invention, the compliance zone is designed as a weakened section in the connecting element, thereby allowing the deformability to be controlled. This weakened section can be created, for example, by material recesses and / or targeted geometric modifications, so that the connecting element undergoes plastic deformation, particularly under the loads occurring in a side-impact collision. The connection to the guide rail remains intact, allowing the controlled deformability to be used for energy absorption in the case of an exemplary pole impact in the area of ​​the sliding door. In a further advantageous embodiment of the invention, the compliance zone comprises at least one material cutout and / or a groove and / or a slot structure, thereby enabling, in particular, the adjustment of the force or deformation behavior in side impacts. The embodiment presented here allows the compliance to be designed without additional components—for example, through purely geometric measures—so that it is more precisely tailored to the specific loads in a side impact. In particular, by combining several slot directions, the component behavior in defined spatial directions can also be specifically adjusted or aligned, thus enabling compliance with different specifications and installation space limitations. In a further advantageous embodiment of the invention, the connecting element is a sheet metal component, thus enabling easy integration into existing manufacturing processes. Such sheet metal components can be manufactured cost-effectively and flexibly by laser cutting, punching, and / or forming, and allow for targeted adaptation of the failure behavior to the side-impact crash scenario. Furthermore, a combination with structural joining methods such as spot welding is also possible, meaning that the manufacturing process requires only minimal additional effort. In a further advantageous embodiment of the invention, the guide rail is provided to have a section with reduced sheet thickness, which allows the deformation to be additionally initiated within the rail itself. By means of targeted changes in stiffness within the rail, a controlled bending profile can be created, which supports a defined yielding of the door structure in the event of a side impact. In a further advantageous embodiment of the invention, the connecting element is linked to a structural component via a defined predetermined breaking point, enabling controlled separation in the event of a side impact. In contrast to the compliance zones, the predetermined breaking point represents an actual fracture without damaging surrounding vehicle structures. The predetermined breaking point can, for example, be designed as a specific notch geometry and / or material recess and / or a locally weakened area that fails under a defined lateral load. Alternatively, it can be achieved by using a connecting element with limited shear strength, such as a welded, blind riveted, or adhesive bonded connection with optimized failure behavior. In other words, a predetermined breaking point should be provided within the connecting element to deliberately induce a controlled failure in a side impact without directly affecting the guide rail. In a further advantageous embodiment of the invention, the connecting element is oriented such that the freedom of movement of the guide rail is increased in the event of a side impact. This arrangement allows the rail to deflect in a kinematically favorable direction, thereby enabling or facilitating a controlled relative movement in the event of lateral deformation of the vehicle body. In a further advantageous embodiment of the invention, the guide rail is arranged to run in the longitudinal direction of the vehicle, thus enabling relative movement along the main direction of deformation in the event of a side impact. In a side impact, for example from an intruding obstacle such as a pole, the sliding door is typically pushed away from the point of impact in the direction of the vehicle's longitudinal axis by the forces acting upon it. The guide rail follows this direction of movement. By aligning the guide rail along the longitudinal axis, the resulting relative movement between the rail and the vehicle body can be absorbed in a controlled manner, thereby at least partially preventing the carriage from tilting or being levered out of position. In a further advantageous embodiment of the invention, the connecting element is provided to have several spaced-apart compliance zones, thereby enabling segmented or multi-stage deformation in the event of a side impact. This allows the stiffness to be selectively graduated along the length of the connecting element, so that the guide rail shifts stepwise relative to the vehicle structure. This improves controlled energy absorption and mechanical guidance during the crash. The guide rail itself need not include a compliance zone, but could. In other words, the guide system is designed to include not only a conventional guide rail and carriage, but also a connecting element with at least one compliance zone. This connection element shapes the mechanical coupling between the guide rail and the vehicle structure in such a way that controlled relative movement is possible in the event of a side impact. Additionally, the compliance zone can be geometrically and / or materially designed to be activated within a defined load range. The proposed combination of these features results in a structurally more robust door guide, ensuring that it remains functional even under intense door deformation in a side impact and preventing the carriage from being pried out. Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment and from the drawings. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and / or shown in the figures alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention. Figure 1 shows a schematic perspective view of a guide device with a guide rail and a connecting element to a structural component of the motor vehicle; Figure 2 shows respective compliance areas on respective connecting elements; and Figure 3 shows a further embodiment of the compliance areas for the connection from the guide rail to a support structure. In the figures, identical and functionally equivalent elements are provided with the same reference symbols. Fig. 1 shows a schematic perspective view of a guide device 10 for a sliding door of a motor vehicle. Essential components are a guide rail 12 and a connecting element 14, which provides the mechanical connection of the guide rail to a structural component 16 of the vehicle, for example, a reinforced body section in the sill. The guide rail 12, in which the rollers of the carriage are guided, is designed to serve as a track for a carriage that moves translationally along this rail, thereby enabling the movement of the sliding door. The carriage preferably has two small rollers with a vertical axis and one larger roller with a horizontal axis below the guide rail 12. A feature of the illustrated embodiment is that the connecting element 14 has at least one compliance zone 18. This zone is structurally weakened in a controlled manner, allowing the guide rail to shift relative to the structural component. In a side-impact collision—for example, an impact with a laterally penetrating pole—significant deformations of the sliding door and associated forces occur. Without this compliance, the carriage would be forced out of the guide rail or levered out. The inventive design prevents this by allowing the guide rail a defined movement that corresponds to the kinematics of the deforming door. The reaction forces are no longer fully absorbed by the rail but are partially cushioned by the connecting element 14, thus preserving the structural integrity of the door system. Fig. 2 shows a detailed view of the guide device 10, particularly in the area of ​​the connection between the guide rail 12 and a structural component 16 of the vehicle body. The connecting element 14, which provides the mechanical coupling of the rail 12 to the structural component 16, is shown. In this embodiment, the connecting element 14 has two spaced-apart compliance areas 18, designed to selectively weaken the material. The compliance areas 18 are formed as U-shaped contours, which can be realized either by recesses, notches, or by a modified weld seam in the sheet metal. The rounded side of the U-shape is oriented towards the inside of the vehicle in the transverse direction, thus promoting preferential widening or deformation in the event of a side impact. The opening of the U-structure faces the outside of the vehicle. The targeted arrangement of the two compliance zones 18 along the connecting element 14 achieves segmented compliance, which allows controlled yielding of the connecting element when a defined load limit is reached. In this way, the guide rail 12 can shift relative to the structural component 16 without the carriage below the guide rail 12 being lifted out of the rail. This significantly contributes to maintaining the structural functionality of the guide device 10 in the event of a side impact. The U-shaped structure shown has an exemplary length of approximately 30 millimeters; however, the specific design can be adapted depending on the load case, available space, material, and the connection concept of the guide rail 12 and the structural component 16. Fig. 3 shows an alternative or supplementary embodiment of a compliance zone directly on the guide rail 12. The illustration demonstrates a geometric weakening of the guide rail 12 by so-called stiffness discontinuities – for example, through slot structures or local indentations. These are designed to selectively reduce the bending stiffness in defined zones in order to initiate a controlled deformation sequence in the event of a crash. In the illustrated variant, the weakening is provided at a distance of approximately 150 millimeters from the end of the rail, which enables a coordinated force application and deformation sequence. In summary, the invention presents a structurally advantageous solution for guiding sliding doors in the event of a side impact. The combination of compliant connecting elements and targeted weakening zones creates a so-called deformation climate that ensures functional guidance even under crash loads, thus making a significant contribution to occupant safety and component integrity. QUOTES INCLUDED IN THE DESCRIPTION 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 FR 3 134 352 A1

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Claims

Guide device (10) for a sliding door for a motor vehicle, comprising a guide rail (12) for a carriage movable along the guide rail (12), and a connecting element (14) for connecting the guide rail (12) to a structural component (16) of the motor vehicle, characterized in that the connecting element (14) has at least one compliance area (18) through which the guide rail (12) can be moved relative to the structural component (16). Guide device (10) according to claim 1, characterized in that the compliance area (18) is designed as a weakened section in the connecting element (14). Guide device (10) according to one of the preceding claims, characterized in that the compliance area (18) comprises at least one material cutout, a groove or a slot structure. Guide device (10) according to one of the preceding claims, characterized in that the connecting element (14) is a sheet metal component. Guide device (10) according to claim 4, characterized in that the guide rail (12) as a sheet metal component has a section with reduced sheet thickness. Guide device (10) according to one of the preceding claims, characterized in that the connecting element (14) is connected to the structural component (16) via a defined predetermined breaking point. Guide device (10) according to one of the preceding claims, characterized in that the connecting element (14) is oriented in the direction towards the inside of the vehicle. Guide device (10) according to one of the preceding claims, characterized in that the guide rail (12) extends in the longitudinal direction (X) of the vehicle. Guide device (10) according to one of the preceding claims, characterized in that the connecting element (14) has several spaced-apart compliance areas (18).

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