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) which delimits a door opening (4) and on which a side door (5), which can be pivoted between a closed position and at least one open position, is supported, and comprising a catch device (6) with a first catch element (7) arranged on the side frame side and a second, door-side catch element (8) arranged on a structural component (9) of the side door (5), which second catch element can be brought into engagement with the first catch element (7) in the event of an accident-induced deformation of the side door (5) following a lateral collision, wherein the first catch element (7) is arranged on a vehicle pillar (3) in the region of a striker (17) of a closure device (18) formed separately from the catch device (6) and formed 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 a door hinge.

Description

[0001] Side door arrangement for a motor vehicle

[0002] The invention relates to a side door arrangement for a motor vehicle according to the preamble of patent claim 1. Furthermore, the invention relates to a side door arrangement for a motor vehicle according to the preamble of patent claim 6.

[0003] 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 sill designs, which may be necessary, for example, in electrically powered vehicles to protect the underfloor energy storage device, 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 into 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 side 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, can even cause the door to completely push through the door opening. The rising and sliding of the side door can also significantly increase the forces and moments acting on the door hinges and the lock-strike system. Such a side collision is simulated, for example, with the Side Impact Test II HS 2.0.

[0004] DE 2 033 531 A1 discloses a motor vehicle body with a longitudinal member arranged below the door and with doors which can be pivoted about vertical axes and are fastened 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.

[0005] The object of the invention is to provide a side door assembly for a motor vehicle that enables particularly favorable support of the side door in the event of a side collision. This object is achieved according to the invention by a side door assembly for a motor vehicle having the features of patent claim 1 and by a side door assembly for a motor vehicle having the features of patent claim 6. Advantageous embodiments of the invention are the subject of the dependent patent 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. The motor vehicle preferably has a body, in particular a self-supporting one.

[0007] 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.

[0008] 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.

[0009] 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.

[0010] 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.

[0011] 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.

[0012] 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 via the, in particular closed, door opening, and prevents a person from entering the interior from the surroundings via the door opening. This means that in the closed position, a person cannot enter the interior from the surroundings via the door opening, 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.

[0013] 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.

[0014] The side door arrangement has at least one catch device with a first catch element arranged on the side frame side and a second catch element arranged on the door side on a structural component of the side door. 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 is provided or formed on the side frame, in particular on the structural element 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 designed, for example, as an inner door part.

[0015] 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. This means that the arresting elements engage or can be brought into engagement with one another 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, and is connected or connectable to the first arresting element in a positive-locking manner.

[0016] The positive engagement or positive 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 of the catch elements. The catch device can therefore also be referred to as a crash hook, in particular as a crash hook of the side door to the side frame.

[0017] In order to be able to support the side door particularly favorably, in particular on the side frame, in the event of a side collision, the invention provides that the first arresting element is arranged on the vehicle pillar, in particular on the structural element of the vehicle pillar, in the region of a locking bracket of a locking device designed separately from the arresting device and for locking the side door. In other words, the first arresting element is provided or designed on the vehicle pillar, in particular on the structural element of the vehicle pillar, wherein the first arresting element is located in the region of the locking bracket. The second arresting element is arranged on a side of the side door, in particular of 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 in particular 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 or the second side of the side door.

[0018] The fact that the first catching element is arranged in the region of the locking bracket can be understood in particular to mean that the first catching element is arranged at least in the vicinity, in particular in the immediate vicinity, of the locking bracket.

[0019] The invention is based in particular on the following findings and considerations: A side collision, which can be simulated, for example, using Crash Load Case II HS 2.0, can generate extreme, particularly mechanical, loads on the side door. To reduce these loads, optimized load introduction into the body may be necessary.

[0020] By means of the door arrangement according to the invention, loads acting on the side door in the event of a side collision, in particular mechanical loads, can be distributed in such a way that main interfaces, which for example the door hinge and / or the locking device also referred to as the door lock, can be relieved to a particularly large extent and thus sufficiently in the event of particularly high energy input. By the engagement of the catch elements with one another, the lock areas and / or striker areas can be particularly relieved in the event of a side collision, which can be achieved, for example, by catch elements designed as interlocking strips in the pillar area, in particular the B-pillar area. As a result, intrusion of the side door, in particular in the direction of the vehicle interior, can be kept to a particularly low level or even avoided.In particular, the mechanical strength of the door assembly according to the invention can be significantly increased compared to a conventional door assembly, which may have side impact beams and / or various geometries and / or various materials. Overall, it can be seen that the safety of the motor vehicle, especially its passive safety, can be significantly increased.

[0021] The door hinge preferably has a first hinge part and a second hinge part, in particular formed separately from the first hinge part. The hinge parts of the door hinge are preferably pivotable relative to one another about a hinge axis, in particular between at least two respective pivot positions. The pivot axes preferably run parallel to one another. The hinge axes preferably run parallel to the pivot axis. The side door is preferably in the closed position when the hinge parts of the door hinge are in a first of the pivot positions. The side door is preferably in the open position when the hinge parts of the door hinge are in the second pivot position.

[0022] In a further embodiment, it is provided that, when the arresting elements are in engagement with one another, a particularly undesired movement of the side door relative to the side frame in the longitudinal direction of the motor vehicle and / or in the vertical direction of the motor vehicle is prevented or can be prevented, in particular by the arresting elements. This means that the relative movement between the side door and the side frame is prevented when the arresting elements are in engagement with one another. In other words, in the event of a side collision, i.e. when the arresting elements are in engagement with one another, the arresting elements are supported on one another, in the longitudinal direction of the vehicle and / or in the vertical direction of the vehicle, in particular directly.This means that when the catch elements are engaged with each other, the side door is fixed or secured against any, particularly unintentional, movement relative to the side frame, particularly in a form-fitting manner, in the longitudinal and / or vertical direction of the vehicle. This allows the mechanical load capacity of the side door, particularly the connection of the side door to the side frame, to be significantly increased. Furthermore, the load on the locking device can be significantly reduced.

[0023] Alternatively or additionally, a further embodiment provides that the catch elements are at least partially, in particular predominantly or entirely, wedge-shaped. In other words, the catch elements each have a respective contact surface via which the catch elements can be brought into engagement with one another, and the catch elements each have a respective base surface, wherein the respective contact surface extends obliquely to the respective base surface. Due to the wedge-shaped design of the catch elements, the catch elements can be brought into engagement with one another particularly reliably, in particular particularly securely and / or with particularly high load-bearing capacity. As a result, the side door can be particularly well supported in the event of a side collision.

[0024] For example, the first catch element is connected, for example directly, to the side frame via its base surface, in particular to the structural element of the side frame. For example, the second catch element is connected, for example directly, to the structural part of the side door via its base surface.

[0025] In a further embodiment, it is provided that a length of the first arresting element extending in the transverse direction of the motor vehicle amounts to at least 50 percent, in particular 60, 70, 80 or 90 percent, of a width of the vehicle pillar, in particular of the outer part of the vehicle pillar, extending in the transverse direction of the motor vehicle. In other words, the first arresting element extends in the transverse direction of the vehicle at least half as far, for example at least three-quarters as far, as the vehicle pillar, in particular the outer part of the vehicle pillar, extends in the transverse direction of the vehicle. This makes it possible to achieve a particularly large area in which the arresting elements engage or can be brought into engagement with one another. This means that localized entanglement can be avoided, but rather, for example, entanglement 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 arresting element extending in the transverse direction of the vehicle corresponds to the width of the vehicle pillar extending in the transverse direction of the vehicle. This means that the first arresting element can, for example, extend across the entire width, which can be referred to in particular as the depth of the vehicle pillar.

[0026] Alternatively or additionally, a further embodiment provides that the length of the second arresting element extending in the transverse direction of the vehicle in the closed position amounts to at least 50 percent, in particular at least 60, 70, 80 or 90 percent, of the width of the vehicle pillar extending in the transverse direction of the vehicle. In other words, in the closed position, the second arresting element extends in the transverse direction of the vehicle at least half as far, for example three-quarters as far, as the vehicle pillar, in particular the outer part of the vehicle pillar, extends in the transverse direction of the vehicle. This allows the arresting elements to be engaged with one another over a particularly large area, which, for example, makes it particularly safe to prevent point-like jamming. This allows the side door to be supported particularly safely in the event of a side collision.

[0027] In a further embodiment, it is provided that when the side door is installed on the side frame, the arresting elements 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 in the absence of a side collision. In other words, the arresting elements, which are in particular 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 and / or 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 costs 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.

[0028] In a further embodiment, it is provided that the first catch element is formed 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 which are connected to one another after their manufacture, in particular subsequently. Alternatively or additionally, it is provided in a further embodiment that the second catch element is formed 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 which are connected to one another after their respective manufacture, in particular subsequently. By forming them separately, the manufacturing wall of the side door arrangement, in particular of the motor vehicle, can be kept particularly small.Furthermore, an ideal geometry of the catch elements can be realized in a particularly low-cost manner in order to be able to support the side door particularly effectively.

[0029] For example, the respective catch element is designed as a respective strip, in particular a boulder strip. This means that the respective catch element is strip-shaped. Thus, a crash hooking of the side door to the side frame can be realized by means of boulder strips. Preferably, the strips are each 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. 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.

[0030] The side door assembly comprises at least one side frame defining a door opening, on which a side door pivotable between a closed position and an open position is mounted. Furthermore, a safety catch device is provided with a first safety catch element arranged on the side frame side and a second safety catch element arranged on the door side on a structural component of the side door. The second safety catch element engages or can be brought into engagement with the first safety catch element in the event of an accident-related deformation of the side door as a result of a side collision.

[0031] In order to be able to support the side door particularly effectively in the event of a side collision, the invention provides that the catch elements are at least partially, in particular predominantly or entirely, wedge-shaped. In other words, the catch elements each have a respective contact surface via which the catch elements can be brought into engagement with one another, and the catch elements each have a respective base surface, wherein the respective contact surface extends obliquely to the respective base surface.

[0032] This allows the safety elements to engage with each other in the event of a side collision, creating a wedge effect. The safety elements can thus wedge together to support the side door particularly advantageously and, in particular, particularly securely. This significantly increases the mechanical load-bearing capacity of the side door, particularly the connection between the side door and the side frame. Overall, it is evident that the safety, especially passive safety, of the vehicle can be significantly improved.

[0033] In a further embodiment, the first catch element is arranged, in particular, directly on a surface of the side frame that faces at least substantially upwards in the vertical direction of the motor vehicle. In other words, the first catch element is provided or formed on the surface of the side frame that faces upwards in the vertical direction of the motor vehicle. The surface of the side frame that faces upwards in the vertical direction of the vehicle can be understood, in particular, as a surface of the side frame that faces upwards in the vertical direction of the vehicle.

[0034] Alternatively or additionally, a further embodiment provides that the second catch element is arranged, in particular directly, on a side, in particular a surface, of the structural component, in particular of the inner door part, of the side door, which at least substantially points downwards in the vertical direction of the motor vehicle. In other words, the second catch element is formed or provided on the side, in particular a surface, of the structural component, in particular of the inner door part, 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 in particular to mean a side or surface facing downwards in the vertical direction of the vehicle.

[0035] By arranging the first arresting element on the surface of the side frame facing upwards in the vertical direction of the motor vehicle, and the second arresting element on the side of the structural component facing downwards in the vertical direction of the vehicle, the side door can be supported in the lower region of the side frame, in particular the door opening, thereby significantly improving the mechanical load-bearing capacity of the side door, in particular the connection of the side door 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 of the vehicle can be minimized or prevented.

[0036] For example, the first catch element is arranged within the door opening. Thus, the surface of the side frame pointing upwards in the vertical direction of the vehicle is, for example, a side, in particular a surface, of the side frame extending within the door opening. This means that this side or surface, for example, partially delimits the door opening, in particular downwards in the vertical direction of the vehicle. For example, the second catch element is arranged on a door base of the side door. This means that the side, in particular a surface, of the structural component pointing downwards in the vertical direction of the vehicle is, for example, the door base of the side door. The door base is, for example, formed at least in part, in particular predominantly or completely, by the inner door part. This means that the door base can be at least partially, in particular predominantly or completely, part of the inner door part.In a further embodiment, it is provided that the first arresting element is arranged in the region of a side sill of the motor vehicle. In other words, the first arresting element is located at least close to, in particular in the immediate vicinity of, the side sill. As a result, the first arresting element can act, so to speak, as a raised barrier for the side door, in particular for the second arresting element, in particular with respect to the side frame and / or the side sill, whereby the intrusion of the side door in the vehicle transverse direction can be kept particularly low in the sill area. This means that intrusion, in particular particularly high intrusion, in the sill area can be prevented by the raised barrier. For example, the first arresting element is arranged, in particular directly, on the side sill.

[0037] In a further embodiment, it is provided that, when the arresting elements are in engagement with one another, a movement, in particular an unintentional movement, of the side door relative to the side frame in the transverse direction and / or in the vertical direction of the motor vehicle is prevented or can be prevented, in particular by the arresting elements. This means that the relative movement between the side door and the side frame is prevented when the arresting elements are in engagement with one another. In other words, in the event of a side collision, i.e. when the arresting elements are in engagement with one another, the arresting elements are supported on one another, in the transverse direction and / or in the vertical direction of the vehicle, in particular directly.This means that, when the catch elements are engaged with each other, the side door is fixed or secured against any, particularly unintentional, movement relative to the side frame, particularly in a form-fitting manner, in the transverse direction of the vehicle and / or in the vertical direction of the vehicle. This allows the mechanical load-bearing capacity of the side door, particularly of the connection of the side door to the side frame, to be significantly increased. In particular, increased intrusion in the transverse direction of the vehicle and / or lifting of the side door in the vertical direction of the vehicle can be avoided or kept to a minimum.

[0038] In a further embodiment, it is provided that a length of the first catch element extending in the longitudinal direction of the motor vehicle is at least 50 percent, in particular at least 60, 70, 80 or 90 percent, of a 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 motor 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. Alternatively or additionally, it is provided in a further embodiment that a length of the second catch element extending in the longitudinal direction of the vehicle in the closed position of the side door 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.This means that the length of the second catch element extending in the longitudinal direction of the vehicle is at least half as long as the length of the door opening extending in the longitudinal direction of the vehicle when the side door is in the closed position.

[0039] Due to the described length of the first catch element or the second catch element, the area in which the catch elements engage with each other or can be brought into engagement with each other can be significantly enlarged, thereby achieving a particularly large support or support base for the side door. The catch elements can, for example, wedge themselves across the entire length of the door base. This means that the catch elements can be brought into engagement with each other not at specific points, but across a large area, particularly over a large area.

[0040] Overall, it is evident that the raised barrier in the form of the first arresting elements can prevent intrusion in the sill area with particularly high reliability. The arresting elements, designed, for example, as strips, can wedge together in the sill area, particularly at the side door and the side frame, for example, across the entire length of the door base, for example in the transverse and / or vertical directions of the vehicle. This allows increased intrusion in the transverse direction of the vehicle and the lifting of the side door in the vertical direction of the vehicle to be kept to a minimum, meaning they can be prevented with particularly high reliability.

[0041] 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 one another in the closed position, and in particular in the open position.

[0042] In a further embodiment, it is provided that the first catch element is formed separately from the side frame and / or the side sill. Alternatively or additionally, the second catch element is formed, for example, separately from the structural component, in particular the inner door part, of the side door. For example, it is provided that the side door arrangement according to the second aspect of the invention has, 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 be referred to, for example, as a second catch device.

[0043] For example, it is provided that the side door assembly according to the first aspect of the invention comprises, in addition to the safety catch according to the first aspect of the invention, a safety catch according to the second aspect of the invention. The safety catch according to the second aspect of the invention can then be referred to, for example, as a second safety catch.

[0044] 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.

[0045] The invention will now be explained in more detail using a preferred embodiment and with reference to the drawings. They show:

[0046] Fig. 1 is a schematic and perspective partial view of a side door arrangement according to the invention to illustrate two catch elements; and

[0047] Fig. 2 is a schematic and perspective partial view of a side door arrangement according to the invention according to a further embodiment to illustrate two catch elements; and

[0048] Fig. 3 is a schematic and perspective partial view of a side door of a side door arrangement according to the invention according to another embodiment. In the figures, identical or functionally equivalent elements are provided with the same reference numerals.

[0049] Fig. 1 shows a schematic and perspective partial view of a side door arrangement 1 for a motor vehicle. In Fig. 1, a side frame 2 is illustrated in a partial view, wherein the side frame 2 can in particular be referred to as a side wall. In Fig. 1, in particular, a vehicle pillar 3 of the side frame 2 is shown 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. 2 shows the side door arrangement 1, in particular the side frame 2, in a further schematic and perspective partial view.

[0050] The side frame 2 delimits a door opening 4 at least partially, in particular predominantly or completely. A side door 5 is mounted on the side frame 2, which can be pivoted or displaced between a closed position and at least one open position. The side door 5 is shown in Fig. 3 in a schematic and perspective partial view. For example, the side door 5 is pivotably mounted between the closed position and the at least one open position via at least one door hinge on a vehicle pillar, for example on the A-pillar.

[0051] The side door assembly 1 has at least one catch device 6, which can be referred to in particular as a first catch device 6. The first catch device 6 has at least one first catch element 7 arranged on the side frame side, i.e., on the side frame 2, and a second catch element 8 arranged on the door side on a structural component 9 of the side door 5.

[0052] In the exemplary embodiment, the side door arrangement 1 has at least one second catch device 10 which is different from the first catch device 6, in particular is designed separately from the first catch device 6 and is preferably spaced apart from the first catch device 6. The second catch device 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 catch device 6, 10 are designed separately from one another. It can be provided that the side door arrangement 1 has, with regard to the catch devices 6, 10, exclusively the first catch device 6 or finally the second catch device 10. Alternatively, it can be provided that the side door arrangement 1 has the first and the second catch device 6, 10.

[0053] In the event of an accident-related deformation of the side door 5 as a result of a side collision, the respective second arresting element 8, 10 of the respective arresting device 6, 10 engages or can be brought into engagement, in particular in a targeted manner, with the respective first arresting element 7, 11 of the respective arresting device 6, 10, in particular in a form-fitting manner. By bringing the respective arresting elements 7, 8, 11, 12 into engagement with one another, the side door 5 can be supported at least indirectly, in particular directly, on the side frame 2 via the respective arresting device 6, 10 in the event of a side collision. This can particularly increase the mechanical load-bearing capacity of a connection between the side door 5 and the side frame 2. The resistance of the side door 5 to the side collision can thus be particularly increased.

[0054] In the exemplary embodiment, the structural component 9 is designed as the inner door part of the side door 5. The side door 5 preferably has at least one outer door part, which is in particular formed separately from the inner door part and is connected, for example, in particular directly, to the inner door part. The inner door part is arranged on an inner side of the side door 5, and the outer door part is arranged on an outer side of the side door 5. This means that the inner door part is arranged further inward in the transverse direction 16 of the motor vehicle than the outer door part, in particular in the closed position.

[0055] In the exemplary embodiment, it is provided that, in the installed position of the side door 5 on the side frame, the catching elements 7, 8 of the first catching device 6 and / or the catching elements 11, 12 of the second catching device 10 are spaced apart from one another in the closed position of the side door 5. This means that the catching elements 7, 8 are spaced apart from one another and / or the catching elements 11, 12 are spaced apart from one another. This is illustrated for the first catching device 6 in Fig. 1. The second catching element 8 of the first catching device 6 is shown in a position which the second catching element 8 assumes in the closed position of the side door 5, wherein the side door 5 is not shown in Fig. 1. In Fig. 1 it can be seen that a distance 13 is provided or formed between the catching elements 7, 8 of the first catching device 6.This distance 13, which can also be referred to as the first distance 13, preferably runs at least substantially in the vertical direction 14 of the vehicle. As a result of the side collision or the accident-related deformation of the side door 5, the first distance 13 can be bridged, whereby the catch elements 7, 8 of the first catch device 6 can be supported on one another, in particular directly, in order to bring the catch elements 7, 8 into engagement with one another.

[0056] In Fig. 2, the second catch element 12 of the second catch device 10 is shown 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 not shown in Fig. 2. Equivalently, 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 one another in the closed position of the side door 5, wherein the side frame 2 is not shown in Fig. 3. It can be seen from Fig. 2 and Fig. 3 that a second distance 15 is provided or formed between the catch elements 11, 12 of the second catch device 10, which second distance 15 preferably runs 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 distance 15 can be bridged or is bridged, whereby the catching elements 11, 12 of the second catching device 10 can be supported or are supported against each other in order to bring the catching elements 11, 12 into engagement with each other.

[0057] In order to be able to support the side door 5 particularly effectively in the event of a side collision, the exemplary embodiment provides for the first arresting element 7 of the first arresting device 6 to be arranged on the vehicle pillar 3 in the region of a striker 17 of a locking device 18 designed separately from the respective arresting device 6, 10 and for locking the side door 5. Furthermore, the second arresting element 8 of the first arresting 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 mounted on a side opposite the arresting device 6, in particular the first arresting element 7, for example via respective hinges.As a result, the side door 5 can be supported particularly securely via the catch elements 7, 8 of the first catch device 6 in the area of ​​the striker 17 or the locking device 18, whereby the locking device 18 can be particularly relieved in the event of a side collision.

[0058] The side of the side door 5 facing away from the door hinge is, for example, particularly in the closed position, a rear side of the side door 5 relative to a vehicle longitudinal direction 19 of the motor vehicle. The side facing away from the door hinge can, in particular, be referred to as the short side of the side door 5. The striker 17 is, for example, fastened, in particular directly, to the vehicle pillar 3. In the exemplary embodiment, it is provided that the catch elements 7, 8 of the first catch device 10 are at least partially, in particular predominantly or completely, wedge-shaped. Furthermore, when the catch elements 7, 8 of the first catch device 6 are in engagement with one another, 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 or can be prevented.As a result, an unwanted movement of the side door 5 in the event of a side collision or an accident-related deformation of the vehicle's longitudinal direction and / or vertical direction, i.e., for example, an unwanted lifting of the side door 5, can be particularly reliably avoided.

[0059] In the exemplary embodiment, it is provided that a length 20 of the first arresting element 7 of the first arresting device 6 extending in the vehicle transverse direction 16 of the motor vehicle is at least 50 percent of a width 21 of the vehicle pillar 3 extending in the vehicle transverse direction 16. The length 20 can in particular be referred to as the first length 20. The width 21 can in particular be referred to as the first width 21. It is preferably provided that a length 22 of the second arresting element 8 of the first arresting device 6 extending in the vehicle transverse direction 16 in the closed position of the side door 5 is at least 50 percent of the width 21 of the vehicle pillar 3 extending in the vehicle transverse direction 16. The length 22 can in particular be referred to as the second length 22. The first and second lengths 20, 22 are preferably the same length or the same size.

[0060] In the exemplary embodiment, it is provided that the first catch element 7 of the first catch device 6 is arranged on a side, in particular a surface, of the vehicle pillar 3, in particular an outer part of the vehicle pillar 3, facing in the vehicle longitudinal direction 19, in particular forwards or backwards. Furthermore, it is provided, for example, that the second catch element 8 of the first catch device 6 is arranged on a side, in particular a surface, of the structural component 9 of the side door 5, facing in the vehicle longitudinal direction 19, in particular forwards or backwards, in particular when the side door 5 is in the closed position.

[0061] For example, it is provided that the first catching element 7 of the first catching device 6 is formed 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 the second catching element 8 of the first catching device 6 is formed separately from the structural component 9 of the side door 5.

[0062] 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 catching elements 11, 12 of the second catching device 10 are at least partially, in particular predominantly or completely, wedge-shaped.

[0063] In a further embodiment, it is provided in the exemplary embodiment 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.

[0064] Furthermore, in one embodiment, the first catching element 11 of the second catching device 10 is arranged in the region of a side sill 25.

[0065] In the exemplary embodiment, it is provided that, when the catch elements 11, 12 of the second catch device 10 are engaged with one another, a movement of the side door 5 relative to the side frame 2 in the vehicle transverse direction 16 and / or in the vehicle vertical direction 14 of the motor vehicle is prevented or can be prevented. As a result, intrusion of the side door 5 inward in the vehicle transverse direction 16 can be kept particularly low. Alternatively or additionally, the side door 5 can be supported by the catch elements 11, 12 in such a way that an unintentional lifting of the side door 5 in the event of a side collision can be prevented.

[0066] In the exemplary embodiment, it is provided that a length 26 of the first catch element 11 of the second catch device 10 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. The length 26 can in particular be referred to as the third length. The length 27 can in particular be referred to as the fourth length. It is preferably provided that a length 28 of the second catch element 12 of the second catch device 10 extending in the vehicle longitudinal direction 19 in the closed position of the side door 5 is at least 50 percent of the length 27 of the door opening extending in the vehicle longitudinal direction 19. The length 28 can in particular be referred to as the fifth length.It is preferably provided that the first catching element 11 of the second catching device 10 is formed 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 formed separately from the structural component 9 of the side door 5.

[0067] In the exemplary embodiment, it is provided that the respective catch element 7, 8, 11, 12 of the respective catch device 6, 10 is designed in a strip-like manner, i.e., as a strip. A main 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 main 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.

[0068] Numerals such as "first," "second," "third," etc., are intended solely for differentiation and do not indicate any order. This means that the corresponding numerals can be interchanged at will.

[0069] List of reference symbols

[0070] Side door arrangement

[0071] Side frame

[0072] vehicle column

[0073] Door opening

[0074] Side door first safety device first safety element of the first safety device second safety element of the first safety device structural component second safety device first safety element of the second safety device second safety element of the second safety device first distance

[0075] Vehicle vertical direction second distance

[0076] Vehicle transverse direction

[0077] Striker

[0078] locking device

[0079] Vehicle longitudinal direction first length

[0080] Width second length

[0081] Area

[0082] Page

[0083] Side skirts third length fourth length fifth length

Claims

Patent 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 in that the first catch element (7) is arranged on a vehicle pillar (3) in the region of a striker (17) of a locking device (18) which is 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.

2. Side door arrangement (1) according to claim 1, characterized in 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 in 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 in 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 in 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) which delimits a door opening (4) and on which a side door (5) which can be pivoted 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) on the door side which is arranged on a structural component (9) of the side door (5) and which 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 in that the catch elements (11, 12) are wedge-shaped at least in some regions.

7. Side door arrangement (1) according to claim 6, characterized in that 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 in 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 in 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 vehicle transverse direction (16) and / or in the vehicle vertical direction (14) of the motor vehicle is prevented.

10. Side door arrangement (1) according to one of claims 6 to 9, characterized in 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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