CN111219111A

CN111219111A - Vehicle door checker

Info

Publication number: CN111219111A
Application number: CN201811525257.3A
Authority: CN
Inventors: 宋在烈; 李相澔; 申世吉; 金旼成; 白成晋; 朴成守
Original assignee: GA Tech Co ltd
Current assignee: GA Tech Co ltd
Priority date: 2018-11-27
Filing date: 2018-12-13
Publication date: 2020-06-02

Abstract

The invention discloses a vehicle door check device, which comprises: a limit box mounted on the vehicle door; and a limit arm fastened on the limit box and used for guiding the limit box to move along the length direction, the limit box is provided with a pair of slide blocks, the limiting arm is arranged at the left side and the right side of the limiting arm and contacts with the side surface of the limiting arm, the limiting arm is sequentially provided with a free opening section, a first-gear stopping section, a free stopping section and a third-gear stopping section along the length direction, the free opening section guides the sliding block to move from the closing state of the vehicle door to the first-gear opening state, the first-gear stopping section comprises a first-gear groove formed at the side surface of the limiting arm, the slider is limited to move to a set degree, so that the vehicle door keeps a first-gear opening state, the free stopping section forms the left and right width of the fixed limiting arm along the length direction of the limiting arm, the sliding block is stopped at any position in the length direction of the limiting arm by means of the friction force between the sliding block and the sliding block, and the three-gear stopping section comprises a three-gear groove formed in the side surface of the limiting arm, so that the vehicle door is kept at the maximum opening angle.

Description

Vehicle door checker

Technical Field

The present invention relates to a door checker mounted on a vehicle door.

Background

A door stopper (door checker) for assisting the opening and closing of a door is arranged on a hinge opening and closing type revolving door (swinging door) of a vehicle. The door check has a function of generating a check feeling (a check force) when the door is opened or closed, giving an operation feeling, adjusting a rotation speed of a heavy object (i.e., a door), and limiting an opening or closing degree of the door.

Generally, a door check is composed of a check arm (checker) hinged at one end to a vehicle body through a brake shoe (shot), and a door built-in type check box mechanically coupled to the check arm. A set curve or groove is formed on the outer surface of the check arm, and this curve or groove interacts with the resilient means of the check box to produce a sense of check when opening and closing the door. The restraining feeling is generated by the bending of the stopper arm, and a plurality of steps can be arranged according to the vehicle type or the vehicle door position.

There is known a door check in which a check arm is formed of an elastic body such as a leaf spring (leaf spring), and a sense of strangeness is generated by elastic deformation of the check arm. For example, in the laid-open utility model publication No. 20-1997-0018294, a door check of this type is disclosed. However, if the stopper arm is repeatedly used for a long period of time, there are problems such as the durability of the stopper arm being lowered or the stopper force being weakened, and therefore, it has been conventionally used in recent years to provide a separate elastic means in a stopper box built in a door and to mold the stopper arm by insert molding by injection molding to secure the durability.

As described above, the door check having the elastic means in the check box may be further classified into several types according to the type of the elastic means or the manner of giving a sense of restraint. As an elastic device generally used, there are rubber (rubber), compression spring, etc., and a slider type, a roller type, and a ball type are widely used according to a manner of contacting the stopper arm.

The slider type causes a slider made of an elastic body such as rubber or plastic to contact the outer surface of the stopper arm, and generates a stopper force by the frictional force of the contact surface and the bending of the outer surface of the stopper arm. For example, in Japanese laid-open patent publication No. 10-2005-0035482, there is disclosed such a slider type door check. The slider type has advantages in that the structure is relatively simple, it is easy to assemble or manufacture, and the manufacturing cost is low. However, the operation feeling is not as good as that of a roller type or a ball type.

The roller type uses a roller capable of rolling on the outer surface of the limiting arm to replace a friction contact type sliding block. Generally, the roller type is composed of a pair of rollers rolling while contacting upper and lower surfaces of a stopper arm, and a compression spring supporting elasticity of each roller, and these rollers, compression springs, and the like are built in a case to constitute a stopper case. For example, in Japanese laid-open patent publication No. 10-2006-0055591, such a roller type door checker is disclosed. The roller type has an advantage in that the overall friction coefficient is smaller than that of the slider type, and therefore, the opening and closing operations are relatively smooth, and the click feeling or the operational feeling is excellent. However, the roller type has disadvantages in that the number of parts is excessive and the assembling process is complicated, compared with the slider type stopper.

The ball shape is provided with a steel ball (steel ball) to replace a roller, and the steel ball rolls on the outer surface of the limit arm. For example, in the laid-open patent publication No. 10-2011-0089472, such a ball type door check is disclosed. The spherical shape is characterized in that the steel ball can properly roll even if the limit arm has curvature, and the spherical shape can realize more excellent operation feeling compared with a roller type. However, since the steel ball is used, the assembling and manufacturing requirements are severe and the manufacturing cost is too high, and thus, it is limitedly applied to a relatively high-grade vehicle.

Documents of the prior art

(patent document 1) Utility model patent publication No. 20-2061-002088 (1997.05.26)

(patent document 2) laid-open patent publication No. 10-2005-

(patent document 3) laid-open patent publication No. 10-2006-0055591 (2006.05.24)

(patent document 4) laid-open patent publication No. 10-2011-0089472 (2011.08.09)

Disclosure of Invention

Technical problem to be solved

Embodiments of the present invention are directed to providing a door check that improves an existing slider type door check to achieve excellent operation feeling and also to freely change an opening angle of a door, thereby improving convenience of use.

(II) technical scheme

According to an aspect of the present invention, there may be provided a door check for a vehicle, including: a limit box mounted on the vehicle door; and with fastening on the above-mentioned spacing box, in order to guide the above-mentioned spacing arm that the above-mentioned spacing box moves along the length direction, the above-mentioned spacing box is equipped with a pair of slide blocks, it is put on the left and right sides of the above-mentioned spacing arm, in order to contact the above-mentioned spacing arm side, the above-mentioned spacing arm has free opening sector, first gear stop sector, free stop sector and third gear stop sector sequentially along the length direction, the above-mentioned free opening sector guides the movement of the slide block from closed state to first gear open state of the above-mentioned door; the first-gear stopping section comprises a first-gear groove formed on the side surface of the limit arm, and limits the movement of the sliding block to a set degree, so that the vehicle door keeps the first-gear opening state; the free stop section forms a fixed left and right width of the limit arm along the length direction of the limit arm, and stops the slide block at any position of the limit arm in the length direction by means of the friction force between the free stop section and the slide block, and the three-gear stop section comprises a three-gear groove formed on the side surface of the limit arm, so that the door can keep the maximum opening angle.

(III) advantageous effects

The door check for vehicles according to the embodiment of the present invention has a free stopping section that stops the slider and thus the check box at any position when the friction between the slider and the check arm is increased. Therefore, the vehicle door check according to the embodiment of the present invention can maintain any opening angle of the vehicle door in the free stopping section, thereby improving the convenience of use.

Drawings

Fig. 1 is a perspective view of a door check for a vehicle according to an embodiment of the present invention.

Fig. 2 is a disassembled perspective view of the vehicle door check of fig. 1.

Fig. 3 is an enlarged perspective view of the check arm shown in fig. 2.

Figure 4 is a plan view of the check arm of figure 3.

Figure 5 is a side view of the check arm of figure 3.

Description of reference numerals:

10: vehicle door checker 100: limiting box

110: a bracket 120: torsion bar

130: the clamper 140: sliding block

200: the limiting arm 210: hinge part

220: the stop block 230: free opening section

240: first gear stop section 250: free stop segment

260: three-gear stop section

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. However, the following description is provided only for the convenience of understanding of the present invention, and the scope of the present invention is not limited to the following examples. In addition, the following embodiments are provided to more fully describe the present invention to those skilled in the art, and detailed technical descriptions of known configurations, which are unnecessary and may obscure the technical gist of the present invention, are omitted.

Fig. 1 is a perspective view of a door check 10 for a vehicle according to an embodiment of the present invention.

Fig. 2 is a disassembled perspective view of the vehicle door check 10 shown in fig. 1.

Referring to fig. 1 and 2, the door check 10 for a vehicle according to the present embodiment may include a check box 100.

The check box 100 may be mounted on a vehicle door. The check box 100 is elastically contacted with an outer surface of a check arm 200 described later, and slides along the check arm in accordance with opening and closing operations of the door. According to this aspect, the vehicle door check 10 of the present embodiment can be classified as a slider type door check.

The curb box 100 may include a bracket 110. The bracket 110 provides a basic support framework for the confinement box 100. The bracket 110 may be fixedly mounted to the door by a setting tool such as a bolt, a pin, etc. The material of the bracket is not particularly limited, but a part or the whole of the material may be made of a metal such as steel to ensure appropriate rigidity.

The curb box 100 may include a torsion bar 120. A pair of torsion bars may be disposed up and down around the bracket 110. The torsion bar 120 may have a slightly curved "U" shape, each end portion being bent forward again and fastened to a slider 140 described later. The torsion bar 120 is used to support the elasticity of the slider 140, thereby generating a restraining force, and may be made of an elastic material. Preferably, the torsion bar 120 may be composed of metal such as steel.

The torsion bar 120 may be mounted on the bracket 110 by means of a holder 130. The holder may be arranged in a pair up and down to correspond to the pair of torsion bars 120 arranged up and down. The upper side clamp 130 may mount and support the upper side torsion bar 120 on the bracket 110, and the lower side clamp 130 may mount and support the lower side torsion bar 120 on the bracket 110. However, the torsion bar 120 is elastically deformed in response to the movement of the stopper arm 200, and thus, when installed and supported in the holder 130, it is ensured that it can be twisted around the upper and lower shafts inside the holder 130. The holder 130 is fixed to the bracket 110 by a certain engagement structure.

The restraining box 100 may include a slider 140 provided at an end of the torsion bar 120. The sliders may be arranged in a pair left and right. One side (left side) slider 140 may be fastened to the left end of the torsion bar 120 extending from the upper side torsion bar 120 and the left end of the torsion bar 120 extending from the lower side torsion bar 120. Similarly, the slider on the other side (right side) may be fastened to the right end of the upper side torsion bar 120, and the right end of the lower side torsion bar 120. Therefore, the pair of sliders 140 disposed left and right can be supported by the pair of torsion bars 120 disposed up and down. Here, the elastic force of the torsion bar 120 may act in a direction in which the front ends of the respective sliders 140 approach each other.

Since the slider 140 is directly in contact with the outer surface of the stopper arm 200, the slider can be made of a material having a small friction force as much as possible to ensure a smooth operation feeling. For example, the slider 140 may be formed of a resin material molded at the end of the torsion beam 120.

Referring to the sectional view of fig. 2, the slider 140 may have 1 st and 2

nd stopping protrusions

141 and 142 on one surface disposed toward the side of the check arm 200. The 1 st and 2 nd stop

protrusions

141 and 142 may be arranged in a vertically spaced apart manner. Preferably, the vertical distance H1 between the 1 st and 2 nd stop

protrusions

141 and 142 corresponds to the maximum height H4 of the position-limiting arm 200. This will be explained in connection with the check arm 200.

The slider 140 may have a contact surface 143 facing the side of the check arm 200. The contact surface 143 is disposed between the 1 st and 2

nd stopping protrusions

141 and 142, and may be defined as a surface disposed toward the side of the check arm 200. Here, the contact surface 143 may be formed in a curved surface gently convex toward the side of the stopper arm 200. Preferably, the contact surface 143 may form a curved surface that gently protrudes the center point between the stopping 1 st and 2

nd stopping protrusions

141 and 142 to the maximum protrusion point. This is to reduce the contact area between the slider 140 and the stopper arm 200, thereby achieving a more natural operational feeling.

On one hand, the door check 10 for a vehicle according to the present embodiment may include a check arm 200.

The check arm 200 is disposed between the pair of left and right spaced apart sliders 140. The check box 100 may move forward and backward along the length direction of the check arm 200 along with the opening and closing operations of the door. Alternatively, the check box 100 moves relative to the check arm 200 in response to the opening and closing operation of the door. Here, the stopper arm 200 is curved at a side surface to be described later, and interacts with the slider 140 that is elastically supported, thereby realizing a set operation feeling.

The check arm 200 may have a hinge portion 210 at one end (rear end). The hinge portion 210 may be hinged to the vehicle body so as to rotate about upper and lower axes. The other end (front end) of the stopper arm 200 forms a free end and can be disposed inside the door.

The check arm 200 may have a stopper 220 near a front end portion. The stoppers 220 may be protrudingly formed on the upper and lower surfaces of the check arm 200. The stopper 220 may limit the maximum moving range of the spacing box 100, preventing the spacing box 100 from deviating. That is, when the stopper box 100 moves to the front end of the stopper arm 200 at the maximum, the stopper 200 contacts the holder 110 of the stopper box 100, and the movement of the stopper box 100 is restricted. In the present embodiment, the stopper 220 is shown to be slightly triangular, but the shape of the stopper 220 is not particularly limited as long as the stopper mechanically interferes with the stopper case 100 to limit the moving range thereof. However, in the present embodiment, in order to achieve the operational feeling, the stopper arm 200 is formed with a curve in a side surface thereof, and therefore, it is preferable that the stopper block 220 is formed on an upper surface and/or a lower surface of the stopper arm 220.

Fig. 3 is an enlarged perspective view of the check arm 200 shown in fig. 2. Fig. 4 is a plan view of the check arm 200 shown in fig. 3. Figure 5 is a side view of the check arm 200 shown in figure 3.

Referring to fig. 3 to 5, the check arm 200 may have a rod (bar) extending forward and backward, which may be formed in a shape bent by a set degree in a length direction corresponding to a moving track of the door.

The check arm may have a free opening section 230, a first stop section 240, a free stop section 250, and a third stop section 260 in sequence along the length direction. The free opening section 230 to the third stop section 260 correspond to a moving track of the check box 100 that occurs with the opening of the vehicle door. That is, the check box 100 can sequentially move the free opening section 230, the first stop section 240, the free stop section 250, and the third stop section 260 when the door is turned to be opened from the closed state.

The free opening section 230 may extend from the rear end (left side as shown) side to the front end (right side as shown) side of the check arm 200. The freely opened section 230 corresponds to a moving range of the check box 100 from the door closed state to the first-gear open state. The check box 100 is disposed at one end rear end of the free opening section 230 in the door closed state, and moves along the free opening section 230 to the other end front end as the door is opened.

In the free opening section 230, the left-right width W1 of the check arm 200 may gradually increase toward the front end (i.e., the first-stop section 240 side). In addition, the upper and lower heights H2 of the check arm 200 may gradually increase toward the front end (i.e., the first-stop section 240 side) at the free opening section 230. However, since the free open section 230 is an initial stage of opening the door, it is necessary to appropriately limit the left-right width W1 and the vertical height H2 so as not to generate an excessive reaction force due to opening the door. In contrast to the free stop section 250 described below.

The first-stop section 240 is formed as a set section from the end of the free opening section 230 along the length direction of the stopper arm 200. The first-gear stopping section 240 corresponds to a first-gear opening state in which a partially opened state of the door is maintained. That is, the check box 100 slides along the automatic opening section 230 as the door is opened, and the movement is restricted to a set degree in the first-stop section, so that the door is maintained in a partially opened state.

A first stop groove 241 narrowing the left and right width of the stopper arm 200 may be formed at the first stop section 240. The first stop section may be formed in a shape in which the left and right widths are gently depressed at the center of the first groove 241. Preferably, the left-right width W2 of the portion where the first-step groove 241 is formed may be set to be smaller than the left-right width of the maximum left-right width of the freely openable section 230 (i.e., the left-right width of the front end (illustrated as the right end) of the freely openable section 230). Alternatively, the left-right width W2 of the portion where the first-step groove 241 is formed may be set to be smaller than the left-right width W3 of the free stopper section 250, which will be described later. The up-down height H3 of the first stop section 240 may be gently increased toward the free stop section 250 described later.

The free stop section 250 may form a set section from the end of the first stop section 240 along the length of the check arm 200. Here, the free stopping section 250 may form a fixed left-right width W3 along the length direction of the check arm 200. In addition, free stop section 250 may define a fixed upper and lower height H4 along the length of check arm 200. This is in contrast to the previously described situation where the left-right width and height would change gradually at the free-opening section 230 or the first-gear stop section 240.

The left-right width W3 of the free stop section 250 may correspond to the left-right width of the free activation section 230 (i.e., the left-right width of the front end (shown as the right end) of the free activation section 230). In addition, the up-down height H4 of the free stop section 250 may correspond to the maximum up-down height of the first gear stop section 240 (i.e., the up-down height of the front end (shown as the right end) of the first gear brake section 240).

At the free stop section 250, the slider 140 may contact the left and right sides of the check arm 200 and stop at any position. That is, the contact friction force of the slider 140 and the weight of the door are balanced by the elastic force of the torsion bar 120, and the check box 100 is stopped at any position. This can be achieved by appropriately adjusting the elastic force of the torsion bar 120, the frictional force between the slider 140 and the check arm 200, the size of the check arm 200 at the free stopping section 250, and the like.

A pair of friction rails 251 may be formed on the upper surface and/or the lower surface of the free stop section 250 in a left-right spaced-apart manner, as desired. The friction rails 251 may extend forward and backward along the free stopping section 250, and may be arranged in a pair at left and right ends of the free stopping section 250 so as to correspond to each other. The upper and lower heights of friction track 251 correspond to the upper and lower heights H4 of free stop section 250.

The friction track 251 may come into frictional contact with the 1 st and 2 nd stop

protrusions

141 and 142 of the slider 140 entering the free stop section 250. That is, the friction track 251 formed on the upper surface of one side (e.g., left side) of the free stopping section 250 is in frictional contact with the 1 st stopping protrusion 141, and the friction track 252 formed on the lower surface is in frictional contact with the 2 nd stopping protrusion 142. The contact between the friction rail 251 and the 1 st and 2

nd stopping protrusions

141 and 142 increases the friction force at the free stopping section 250, so that the door is maintained in an open state at any position. To this end, the up-down spacing H1 between the 1 st and 2 nd stop

protrusions

141, 142 may correspond to the up-down height H4 of the free stop section 250.

For reference, the height H4 of the check arm 200 can be maximized at the upper and lower sides of the free stopping section 250, and the 1 st and 2

nd stopping protrusions

141 and 142 do not interfere with the check arm 200 at the other sections of the free stopping section 250. Therefore, the 1 st and 2 nd stop

protrusions

141 and 142 have less influence on the opening/closing operation feeling of the free opening section 230.

The left and right sides of the check arm 200 may be formed with concave surfaces 252 at the free stop section 250, as desired. The concave surface 252 refers to a curved surface formed by the side surface of the check arm 200 being depressed to a set degree, and may extend back and forth along the side surface of the check arm 200 at the free stopping section 250. Such a concave surface 252 corresponds to the aforementioned contact surface 143 of the slider 140. That is, the concave surface 252 is formed by being recessed in the side surface of the stopper arm 200 corresponding to the curved surface in which the contact surface of the slider 140 is gently convex.

The concave surface 252 may increase the contact area between the slider 140 and the check arm 200 of the free stop section 250. Thereby, the friction force at the free stop section 250 can be increased, which helps to maintain the open state at any position.

In one aspect, a third stop section may be provided at the front end of the free stop section 250. The third stop section is used to limit the maximum opening angle of the door, and may have a third groove 261 formed by recessing the left and right widths by a set degree. The third-gear stopping section 260 may have a left-right width gradually decreasing toward the third-gear groove 261 and an up-down height gradually decreasing toward an end (shown as a right end) of the stopper arm 200.

For reference, the name "third gear stop section" is used in this specification, mainly because of consideration of the fact that the conventional door check for a vehicle is generally configured from a first gear section to a third gear section. In the vehicle door check of the present embodiment, the existing second-speed range is omitted, and it is understood that the free stop range 250 is substituted.

On the one hand, although not shown in the figures, depending on the case, it is also possible to consider a solution that forms a different friction force of the free stop section 250 in order to ensure the friction force at the free stop section 250.

For example, the surface of the check arm 200 can include different types of coatings. More specifically, the arm 200 may have a core material (e.g., steel) of a rigid material and a coating material coated on an outer surface of the core material. Here, the remaining portion of the free stop section 250 is coated with a first coating material, and the free stop section 250 may be coated with a second coating material different from the first coating material. The second coating material may be composed of a material having a higher surface friction coefficient than the first coating material.

Alternatively, a portion of the free stop section 250 may be coated with the second coating material described above. Specifically, the second coating material may be partially applied to the surfaces of the friction rails 251 contacted by the 1 st and 2

nd stopping protrusions

141 and 142 or the right and left sides of the stopper arm 200 of the free stopping section 250 contacted by the contact surface 143 of the slider 140.

For another example, a mechanical shape to increase friction may be added to at least a portion of the surface of the check arm 200 of the free stop section 250. Specifically, the left and right side surfaces of the free stopper segment 250, which are contacted by the surface of the friction track 251 contacted by the 1 st and 2

nd stopper projections

141 and 142 or the contact surface of the slider 140, may have a projection, a groove, a repetitive pattern, or the like. This shape may increase the friction of the respective segments, helping to maintain the position of the slider 140 in any position.

As described above, the door check 10 for a vehicle according to the embodiment of the present invention has the free stopping section 250, which stops the slider 140 to the check box 100 at any position when the frictional force between the slider 140 and the check arm 220 increases. Therefore, the door check 10 for a vehicle according to the embodiment of the present invention can maintain the door at an arbitrary open position, thereby greatly improving the convenience of use.

While the embodiments of the present invention have been described in detail, those skilled in the art can make various modifications and alterations to the present invention without departing from the scope of the technical idea of the present invention as set forth in the claims: additions, alterations, deletions, or additions of components are intended to be encompassed within the scope of the present invention.

Claims

1. The utility model provides a door stopper for vehicle which characterized in that includes: a limit box (100) mounted on the vehicle door; the limiting arm (200) is fastened on the limiting box and used for guiding the limiting box to move along the length direction;

the spacing box (100) is provided with a pair of sliding blocks (140) which are arranged at the left side and the right side of the spacing arm (200) and are used for contacting the side surface of the spacing arm (200),

the limiting arm (200) is sequentially provided with a free opening section (230), a first gear stopping section (240), a free stopping section (250) and a third gear stopping section (260) along the length direction,

the free opening section (230) guides the movement of the slider (140) from the closed state to the first-gear open state of the vehicle door,

the first stop section (240) comprises a first stop groove (241) formed on the side surface of the limit arm (200) and limits the movement of the sliding block (140) to a set degree to keep the vehicle door in the first stop opening state,

the free stop section (250) forms a fixed left-right width (W3) of the limit arm (200) along the length direction of the limit arm (200), and stops the slide block (140) at any position of the limit arm in the length direction by means of the friction force between the slide block (140) and the free stop section,

the third stop section (260) includes a third groove (261) formed in a side surface of the check arm (200) to maintain the maximum opening angle of the door.

2. The vehicle door check according to claim 1,

in the free opening section (230), the up-down height (H2) and the left-right width (W1) of the check arm (200) may be gradually increased toward the first stop section (240),

the free stop section (250) forms a fixed upper and lower height (H4) along the length direction of the spacing arm (200),

the slider (140) has 1 st and 2 nd stop protrusions (141, 142) which are spaced apart from each other in the up-down direction on one surface thereof disposed toward the side surface of the stopper arm (200),

the 1 st and 2 nd stop protrusions (141, 142) have upper and lower intervals (H1) corresponding to the upper and lower heights (H4) of the free stop section (250), and are in frictional contact with the stopper arm (200) at the free stop section (250).

3. The vehicle door check according to claim 1,

in the free stop section (250), the side surface of the spacing arm (200) is recessed with a prescribed curvature to form a concave surface (252) which can extend along the length direction of the spacing arm (200),

the sliding block (140) has a contact surface (143) arranged towards the side of the limiting arm (200),

the contact surface (143) forms a curved surface protruding towards the side of the retaining arm (200) to ensure correspondence with the concave surface (252).

4. The vehicle door check according to claim 1,

the free opening section (230), the first gear stop section (240) and the third gear stop section (260) are provided with a first coating material at the contact part of the sliding block (140),

at the contact point of the free stop section (250) with the slide (140), a second coating material different from the first coating material is provided,

the second coating material is made of a material having a higher surface friction coefficient than the first coating material.

5. The vehicle door check according to claim 1,

the free stop segment (250) has any one or more of a protrusion, a groove, and a repeating pattern formed at a contact portion of the slider (140) to increase a frictional force with the slider (140).