CN115257315A

CN115257315A - Protection device for a window opening of a motor vehicle

Info

Publication number: CN115257315A
Application number: CN202110470522.8A
Authority: CN
Inventors: J·莱卡尔
Original assignee: BOS GmbH and Co KG
Current assignee: BOS GmbH and Co KG
Priority date: 2021-04-29
Filing date: 2021-04-29
Publication date: 2022-11-01

Abstract

The invention relates to a protective device for a window opening of a motor vehicle. Protection devices are known which: having a window pane displaceable between a closed position and an open position; having at least one shielding profile which is displaceable between a shielding position and a release position with linear guidance; and has a rope drive system. According to the invention, a mechanical coupling assembly is provided which can be switched between a first coupling state, in which the screening arrangement is coupled to the cable harness for driven displacement and the window pane is decoupled from the cable harness, and a second coupling state, in which the screening arrangement is decoupled from the cable harness and the window pane is coupled to the cable harness for driven displacement, as a function of the position of the window pane, the position of the screening arrangement and the movement of the cable harness. The invention also relates to the use in a car.

Description

Protection device for a window opening of a motor vehicle

Technical Field

The invention relates to a protective device for a window opening of a motor vehicle, comprising: having a window pane which is displaceable with linear guidance between a closed position in which the window pane closes a window opening and an open position in which the window opening is open; having at least one screening profile (Beschattungsgegebilde) which is displaceable with linear guidance between a screening position, in which it screens a window opening, and a release position, in which it releases the window opening; and having a cable drive system which is provided for the driven displacement of the window pane and/or the screening profile and which has a drive device and a cable harness (Seilstrang) which can be moved by means of the drive device and which is laid along a laying path.

Background

Such a protective device is known from DE 10 2006 037 A1 and is provided for a side window opening of a passenger car. Known protective devices have a movable window pane for opening and closing a side window opening. Furthermore, known protection devices have a shading profile in the form of a web which is held on a reel in a rollable and unrollable manner. In the screening position, unwound from the reel, the web screens the side window opening. In the release position rolled onto the spool, the web releases the side window opening. Furthermore, known protective devices have a cable drive system with a drive and a cable harness that can be moved by means of the drive. The cable drive system forms a window lifter for displacing a window pane and thus for opening and closing a side window opening. With the known protection device, there is in principle provided a manual displacement of the web between a shielding position and a release position. Furthermore, a semi-automatic displacement from the shielding position to the release position is possible. This semi-automatic displacement of the web is achieved by a drive element which is connected to the drive of the rope drive system, is separate from the rope strand and is designed as a bowden cable.

Disclosure of Invention

The object of the present invention is to provide a protective device of the type mentioned at the outset which has a simple design and makes possible an easy and reliable drive movement of the window pane and of the shading profile.

This task is achieved by: a mechanical coupling assembly is provided which can be switched between a first coupling state, in which the screening arrangement is coupled to the cable harness for driven displacement and the window pane is decoupled from the cable harness, and a second coupling state, in which the screening arrangement is decoupled from the cable harness and the window pane is coupled to the cable harness for driven displacement, as a function of the position of the window pane, the position of the screening arrangement and the movement of the cable harness. By means of the solution according to the invention, it is possible to achieve a "fully automatic" driven movement of the screening profile between the screening position and the release position and at the same time achieve or in any case maintain a configuration of the cable drive system that is as simple as possible. For a fully automatically driven movement of the screening element, in particular no further drive, a further cable harness or the like is required. In other words, the cable drive system serves as a common drive for both the window pane and the screening arrangement, wherein the window pane is coupled to the cable harness on a time-by-time basis and the screening arrangement on a time-by-time basis and/or is decoupled from the cable harness on a time-by-time basis. In other words, the window pane and the covering profile are alternately releasably connected to the cable harness and released therefrom. For this purpose, there are mechanical coupling components according to the invention. The mechanical coupling assembly is switchable between a first coupling state and a second coupling state. In the first coupling state, the cable drive preferably drives only the window pane. In the second coupling state, the cable drive preferably drives only the covering profile. The mechanical coupling assembly is preferably provided for the releasable, force-fitting and/or form-fitting coupling of the window pane and the covering profile to the cable harness. The transition between the first and the second coupling state can also be understood as a switching process or a coupling process. The mechanical coupling arrangement is switched between the first and second coupling states depending on whether the window pane assumes its closed position or its open position, whether the covering profile element assumes its covering position or its release position, and depending on the movement, in particular the direction of movement, of the cable harness. The switching takes place automatically and/or mechanically in a controlled manner. The cable assembly can be moved by means of a drive, wherein the movement can preferably take place along the laying path in a first drive direction and in a second, opposite drive direction. Preferably, movement in a first drive direction causes closing and/or masking of the window opening, and movement in a second, opposite drive direction causes release and/or opening of the window opening. Preferably, a guide rail arrangement is provided for the linear guidance of the window pane and/or the screening arrangement. The linear guidance of the window pane and the shading profile preferably takes place along parallel guidance directions. The screen profile is preferably designed as a flexible flat profile, for example as a roller or buncher door (Raffstore) or as a dimensionally stable gobo (lichtschuttzscheibe). The coupling arrangement is furthermore preferably designed such that it assumes the first coupling state when the screening arrangement is displaced between its screening position and release position and cancels the first coupling state when the cable harness is moved beyond the release position for displacing the window pane into the open position, and assumes the second coupling state when the window pane is displaced between its open position and closed position and cancels the second coupling state when the cable harness is moved beyond the closed position for displacing the screening arrangement into the screening position.

In one embodiment of the invention, the coupling arrangement has a first coupling device connected to the screen structure and a second coupling device connected to the window pane, which are each guided linearly at the guide rail arrangement, wherein the first and second coupling devices, in the respective coupled state, interact with at least one driver element (mitnehmerlement) in a force-and movement-transmitting, releasable form-fitting manner, which is connected to the cable harness. A particularly simple and robust design of the mechanical coupling arrangement is thereby achieved. The connection of the first coupling means to the screening profile is independent of the respective coupling state. The same applies to the connection between the second coupling device and the window pane and the connection between the at least one driver element and the cable harness. In the first coupling state, at least one driver element for transmitting forces and movements interacts with the first coupling device. In the second coupling state, the at least one driver element interacts accordingly with the second coupling device. The at least one driver element can in this respect interact alternately with the first or the second coupling device. Preferably, the further entraining element is connected to the cable harness, so to speak a first and a second entraining element. In this case, the first entraining element can be assigned to the first coupling device and the second entraining element can be assigned to the second coupling device. In this embodiment, it can be provided that, when the first coupling state is switched to the second coupling state, the first driver element is disengaged from the first coupling device and the second driver element is engaged with the second coupling device. The respective case applies in the opposite sense when switching from the second coupling state to the first coupling state.

In a further embodiment of the invention, the path of the cable strand has at least one first deflecting section (Kehre) formed by means of a first deflecting roller and a second deflecting section formed by means of a second deflecting roller, wherein the coupling and decoupling of the first coupling device takes place in the region of the first deflecting section and wherein the coupling and decoupling of the second coupling device takes place in the region of the second deflecting section. In the region of the respective fold-back, the laying path of the cable strand has a directional diversion of more than 90 °, preferably between 130 ° and 180 °, particularly preferably 180 °. If the driver element is moved in the region of one of the two folding-back sections as a result of the driving movement of the cable strand, the driver element experiences a directional deflection corresponding thereto. Such a reversal or turning of direction allows a particularly easy and secure coupling and decoupling of the respective coupling device.

In a further embodiment of the invention, the first coupling device and/or the second coupling device each have a slide unit (Schlitteneinheit) which is guided linearly on the rail assembly and has a drive profile which is provided for the releasable form-fitting interaction with the at least one drive element. The carriage unit is preferably guided linearly on the rail assembly in a sliding manner. In the ready-to-install state, the guide rail assembly is preferably integrated into a door module of a motor vehicle and arranged below the window waist (bustring) of the window opening. If the two coupling devices have a carriage unit, it can also be said that they are a first carriage unit and a second carriage unit. The rail assembly preferably extends longitudinally in the height direction of the vehicle and/or in the height direction of the window opening. In the coupled state, the driving forming part and at least one driving element are matched. The entraining profile is preferably designed as a slit, groove, web or the like. Furthermore, the rail assembly preferably has a first rail assigned to the first coupling device and a second rail assigned to the second coupling device. Preferably, the first and second rails extend longitudinally parallel to each other. Furthermore, the closed position, the open position, the covering position and the release position preferably correspond to different end positions of the respective coupling device and/or of the carriage unit in the region of the lower and/or upper end of the respective guide rail.

In a further embodiment of the invention, the entrainment profile is designed as an entrainment gap which is open on one side, the at least one entrainment element is inserted into the entrainment gap for coupling and is held in a form-fitting manner, and the entrainment element is removed from the entrainment gap for decoupling. This aspect ensures easy and secure coupling and decoupling. At the same time, undesired decoupling is prevented. If the coupling and decoupling according to one of the preceding embodiments is carried out in the region of a fold back of the laying path, the one-sided open entrainment gap preferably extends longitudinally at least partially parallel to the fold back. In other words, in this case, the entrainment gap is preferably at least partially longitudinally curved, bent, curved or the like. The driving slot is open on one side and has an inlet, into which the at least one driving element enters for coupling. During decoupling, the driver element leaves the driver gap through the inlet.

In a further embodiment of the invention, the first coupling device and/or the second coupling device each have a locking unit by means of which the respective coupling device can be releasably locked in a form-fitting and/or force-fitting manner on the rail assembly under the control of the driver element. The locking unit prevents an undesired displacement of the first coupling device and thus counteracts the shading profile and/or the second coupling device and thus the window pane. As long as both coupling devices each have a locking unit, they can also be said to be a first locking unit and a second locking unit. In this embodiment of the invention, the at least one driver element has a particularly advantageous multiple function. In one aspect, at least one entrainment element is used for the alternating coupling and/or entrainment of the window pane and the shading profile. On the other hand, at least one entraining element simultaneously serves as a control element for switching the locking unit between the locked state and the released state. In the locked state, the respective coupling device is locked on the rail assembly by means of the respective locking unit and is therefore not movable. In the release state, the locking unit releases the movability of the respective coupling device along the rail assembly. Preferably, the at least one entraining element controls the locking state in such a way that the window pane can be releasably locked in the closed and/or open position and in such a way that the covering profile can be releasably locked in its covering and/or release position.

In a further embodiment of the invention, the locking unit has a locking element which can be displaced between a locked state and a released state and which has a control profile, with which the at least one entraining element interacts for displacing the locking element between the locked state and the released state. The locking element cooperates with the rail assembly for locking purposes. Preferably, the locking element is displaceable linearly movably, pivotably movably and/or rotatably between a locking state and a release state. The displacement movement is preferably carried out in this case relative to the respective coupling device, in particular its carriage unit, if such a coupling device is present. For the purpose of interacting with the at least one entraining element, the locking element has a control profile which can be designed in particular as a slot, groove, web or the like.

In a further embodiment of the invention, the locking element is a rotary wheel which is mounted rotatably about an axis of rotation, in particular on the respective carriage unit, and which has a locking profile which interacts releasably with the end of the rail assembly in a form-fitting manner for locking purposes. The axis of rotation is preferably oriented perpendicular to the guide direction of the respective coupling device extending along the guide rail assembly. The rotary wheel can be displaced in a rotationally movable manner relative to the remaining components and/or to sections of the respective coupling device, in particular the carriage units thereof. For the form-locking, the locking profile of the rotary wheel interacts with the end of the guide rail assembly. The locking profile is preferably formed on a radially outer edge region of the rotary wheel. The locking profile can be configured in particular as a groove, slot, tab or the like. Preferably the ends of the rail assembly have formations complementary to the locking formations.

In a further embodiment of the invention, the control cam is designed as a control slot on the locking element, which is open on one side, and/or the control cam and the entraining cam are arranged at least partially overlapping one another in the case of a slotted link assembly designed to control the movement of the locking element. In order to control the displacement movement of the locking element between the locking state and the release state, the at least one entraining element enters a control slot which is open on one side. In other words, the one-sided open control slot preferably serves as a control link for controlling the locking unit. The link assembly, which is designed by controlling the at least partially overlapping arrangement of the profile and the entraining profile, enables an improved and particularly precise control of the locking unit between the locked state and the released state.

In a further embodiment of the invention, at least one further screening arrangement is provided and is connected to a further cable harness of the cable drive system, wherein the further screening arrangement is assigned to a secondary section of the window opening, and wherein the further cable harness is connected to the first coupling device, as a result of which a guided forced movement of the further screening arrangement is achieved as a function of the displacement movement of the screening arrangement. In this embodiment of the invention, the shielding profile can also be referred to as a shielding main profile and the further shielding profile can also be referred to as a shielding secondary profile. The further screening arrangement serves to screen a secondary section of the window opening, for example a triangular section in the broadest sense in the region of a C-pillar of a motor vehicle. Unlike the rope strand, the further rope strand cannot be driven directly by a drive. Instead, the further cable harness is connected with the first coupling device for the drawn forced movement. By means of this embodiment of the invention, a maximally complete covering of the window opening can be achieved, and at the same time a "fully automatic" drive of the two covering profiles required for this purpose, which is of the simplest possible design, can be achieved. The further screening arrangement is displaceable with linear guidance between a screening position in which the screening arrangement screens off a secondary section of the window opening and a release position in which the further screening arrangement releases the secondary section of the window opening. Preferably, the screening secondary formations are linearly guided on the rail assembly. The guide rail assembly preferably has a guide rail assigned to the further covering profile, which guide rail extends longitudinally in the further guide direction. The other guide direction of the screening secondary profile is preferably oriented obliquely to the guide direction assigned to the screening main profile.

In a further embodiment of the invention, the shading profile is a dimensionally stable shading sheet which is relatively more opaque and/or at least predominantly, particularly preferably completely opaque than the vehicle window pane. The inventors have recognized that a number of advantages accompany the design of the shading profile as a form-stable gobo. As such advantages, improved protection against damage and a simple structural adaptation to the contour of the window opening to be concealed are to be mentioned in particular. This is in particular in contrast to a shading profile in the form of a flexible planar profile, such as for example a web. The dimensionally stable shading sheet preferably has an outer contour which corresponds at least to a large extent to the outer contour of the window pane. The dimensionally stable shading sheet can be made of a glass material or a plastic material, which has light-impermeable properties that are respectively matched to the desired shading and/or shading.

The invention further relates to a coupling assembly for a protective device according to the preceding description, having at least one coupling device with a carriage unit and/or with a locking unit, wherein the carriage unit is provided for linear guidance of a slidable movement on the rail assembly and has a entrainment profile for a releasable form-fitting interaction with an entrainment element of the cable drive system, and wherein the coupling device can be releasably form-fitted and/or force-fittingly locked on the rail assembly under the control of the entrainment element by means of the locking unit. The features of the mechanical coupling component of the protective device according to the invention and its respective embodiments can be features of the coupling component according to the invention and/or vice versa. With regard to the advantages associated with the coupling assembly according to the invention, reference is made to the above description in order to avoid repetitions.

The invention further relates to a motor vehicle door having a protective device according to the preceding description. The protective device is preferably arranged below a window waist of a window opening of a motor vehicle door. Preferably, the motor vehicle door has an inner panel facing the interior of the motor vehicle and an outer panel facing the environment, which outer panel forms a section of the body of the motor vehicle. The protective device is installed in a structural space formed between an outer panel and an inner panel of a vehicle door.

Drawings

Further advantages and features of the invention emerge from the claims and the following description of a preferred embodiment of the invention, which is illustrated by means of the drawings.

Fig. 1 shows a schematic view of an embodiment of a motor vehicle door according to the invention for a passenger car, which is provided with an embodiment of a protective device according to the invention,

figure 2 shows a schematic external view of the protection device according to figure 1,

figure 3 shows a perspective exterior view of the protective device according to figures 1 and 2 with the concealed (ausblanking) window pane and the screening profile in the figure and with the guide rail assembly of the protective device outlined in the figure,

figure 4 shows a schematic internal view of the protection device according to figures 1 to 3,

figure 5 shows a perspective interior view of the protective device according to figures 1 to 4 with the window pane and the shading profile hidden in the figure and with the guide rail assembly outlined in the figure,

fig. 6 shows a perspective exploded view of a detail of the protective device according to fig. 1 to 5 in the region of a coupling device assigned to a vehicle window pane,

figures 7, 8 and 9 show schematic external views of the partial region of the protective device shown by means of figure 6 in different states,

fig. 10 shows, in a diagrammatic manner corresponding to fig. 2, a variant of the protective device according to fig. 1 to 9, with a further shielding profile,

figure 11 shows the protective device according to figure 10 without the window pane, the blanking profile and the further blanking profile in the figure,

fig. 12 shows the protective device according to fig. 10 and 11 in a diagrammatic manner corresponding to fig. 4, and

fig. 13 shows the protective device according to fig. 10 to 12 in an interior view corresponding to fig. 12 and without the window pane, the covering profile and the further covering profile in the figure.

Detailed Description

According to fig. 1, a motor vehicle door 1 in the form of a rear side door is provided for a passenger car, not shown in detail, and is equipped with a protective device 2. The protective device 2 can be seen in detail with reference to fig. 2 to 9 and is assigned to a

window opening

3, 4 of a motor vehicle door 1. In the embodiment shown, the

window openings

3, 4 have a main opening 3 and a secondary opening 4. The motor vehicle door 1 has a carrier structure T which forms a component of the body of a passenger vehicle. The carrying structure T has a design and operating principle which is known in principle to the person skilled in the art and therefore does not require a detailed explanation here.

The protective device 2 has a window pane 5, a covering profile 6, a cable drive system 7 and a mechanical coupling assembly 8.

The window pane 5 can also be referred to as a side window, more precisely as a rear side window, and can be displaced in a driven manner between a closed position and an open position by means of a cable drive system 7. In the closed position, the window pane 5 closes the

window openings

3, 4, more precisely the main opening 3 of the

window openings

3, 4. In the open position, the window pane 5 releases the

window openings

3, 4 in the region of the main opening 3. The secondary opening 4, which can also be referred to as a triangular window, is normally closed by a solidified glass part (Festverglasung), not shown in detail, which cannot be opened. The closed position is shown according to fig. 1, 2 and 4. In the open position, the window pane 5 is lowered in a manner known in principle in the vehicle height direction Z, so that an upper edge, not designated in detail, of the window pane 5 is arranged approximately in the region of the window waist of the

window openings

3, 4. The open position is not shown in detail in the figures. The window pane 5 is furthermore made of a transparent glass material or a plastic material in a manner known to the person skilled in the art.

The screening profile 6 is drivingly displaceable between a screening position and a release position by means of a cable drive system 7. In the release position, the shading profile 6 releases the

window openings

3, 4 closed by the window pane 5 in the region of its main opening 3. The release position is shown here in the figures according to fig. 1, 2 and 4. In the release position, the shading profile 6 is arranged below the window girth of the

window openings

3, 4 in the vehicle height direction Z. In the screening position, the

window openings

3, 4 closed by the window panes 5 are screened in the region of their main opening 3 by means of a screening profile 6. In the covering position, the covering profile 6 is displaced in the vehicle height direction Z and is positioned in a substantially surface-covering manner with the window pane 5. The shielding position is not shown in detail in the figures.

In the embodiment shown, the shielding profile 6 is a dimensionally stable shade L. The light-shielding sheet L, which is dimensionally stable, is relatively less transparent to the window pane 5. The light screen L is at least predominantly, particularly preferably completely, light-impermeable. This makes it possible to shade or even shade the interior of the passenger vehicle to the greatest possible extent. The dimensionally stable shade L can be made, for example, from a dyed glass material or a plastic material. In the embodiment shown, the outer contour, not shown in detail, of the light screen L corresponds at least to a large extent to the outer contour, not shown in detail, of the window pane 5, which in turn matches the inner contour, not shown in detail, of the main opening 3 of the

window openings

3, 4.

The cable drive system 7 serves for the driven displacement of the window pane 5 and the shading profile 6 between the mentioned positions and has a drive device 9 and at least one cable harness 10. The drive means 9 and the rope strand 10 themselves are designed in a manner known to the person skilled in the art. The drive device 9 has an electric motor unit, not shown in detail, and a transmission unit, by means of which the motor unit acts on the cable harness 10 in a force-transmitting and movement-transmitting manner. The cable harness 10 is designed in the embodiment shown as a round cable harness and enters the drive 9 at one end and exits it at the other end. The cable harness 10 is laid along a laying path V in the motor vehicle door 1 and below the window waist of the

window openings

3, 4. Furthermore, the cable assembly 10 is pretensioned in tension in a manner not shown in detail and known to the person skilled in the art. The laying path V is formed by means of deflection rollers, which are also indicated in more detail, and a tensile and pressure-resistant sheath at least partially enclosing the cable strand. The cable harness 10 can be moved along the laying path V by means of the drive 9 and can be moved selectively clockwise or counterclockwise along the laying path V by corresponding actuation of the drive 9. In this connection, it can also be said that the first direction of movement R1 (counterclockwise) and the second direction of movement R2 (clockwise) (fig. 2).

The coupling assembly 8 serves to couple the cable drive system 7 to the window pane 5 and to the shading profile 6 in an alternating force-transmitting and movement-transmitting manner. By means of this alternative coupling, a separate cable drive system for the window pane 5 on the one hand and for the shading profile 6 on the other hand can be dispensed with. In other words, according to the invention, the cable drive system 7 functions on the one hand as a window lifter and on the other hand as a drive for the shading profile 6. In order to be able to achieve a functional displacement of the window pane 5 and the shading profile 6 with the same drive, the mechanical coupling arrangement can be switched between a first coupling state and a second coupling state. In the first coupling state, the covering profile 6 is coupled to the cable harness 10 for driven displacement and the window pane 5 is decoupled from the cable harness 10. In the second coupling state, the shielding profile 6 is decoupled from the cable harness 10 and the window pane 5 is coupled to the cable harness 10 for a driven displacement. This coupling and decoupling takes place in a mechanically controlled manner as a function of the position of the window pane 5, the position of the covering profile 6 and the movement of the cable harness 10.

In the embodiment shown, the mechanical coupling component 8 is designed such that it assumes the first coupling state when the shutter profile 6 is displaced between its shutter position and its release position. When the cable harness 10 moves beyond the release position, the coupling of the cable harness 10 to the shading profile 6 is cancelled. Further displacement of the rope strand 10 then does not cause further displacement of the shading profile 6. The mechanical coupling element 8 is also designed such that it assumes the second coupling state when the window pane 5 is displaced between its open and closed positions. When the cable harness is moved beyond the closed position, the second coupling state is cancelled, so that further movement of the cable harness 10 does not cause further movement of the window pane 5.

In the embodiment shown, a driven movement of the cable harness 10 in the first direction of movement R1 causes a lifting of the window pane 5 and/or a lifting of the covering profile 6 for closing or covering the

window opening

3, 4. Conversely, a displacement in the second direction of movement R2 then causes a lowering of the window pane 5 and/or of the shading profile 6 for opening or releasing the

window openings

3, 4.

In the embodiment shown, the mechanical coupling assembly 8 has a first coupling device 11 connected to the shading profile 6 and a second coupling device 12 connected to the window pane 5. Furthermore, at least one entraining

element

13, 14 is provided which is connected to the cable harness 10. The at least one

driver element

13, 14 is assigned to the mechanical coupling device 8 and/or the rope drive 7. The at least one entraining

element

13, 14 moves together with the cable harness 10 when it moves along the laying path V and in this way interacts releasably in a form-fitting manner with the first coupling device 11 and/or the second coupling device 12 for the purpose of force and movement transmission.

In the embodiment shown, two

driver elements

13, 14 are present, which can also be referred to as first driver element 13 and second driver element 14. This design with two entraining elements is advantageous but not essential. In an embodiment not shown in the figures, only one driver element is present in each case.

The first coupling device 11 is arranged below the lower edge of the screen profile 6 with respect to the vehicle height direction Z and is joined to the screen profile 6 or to a component which is fixedly connected to the screen profile 6 by means of a suitable joining connection for this purpose. The same applies to the connection of the second coupling device 12 to the window pane 5. The entraining

elements

13, 14 are fixedly connected to the cable harness 10 in a manner known to the person skilled in the art.

The displacement of the window pane 5 and the shading profile 6 between the mentioned positions takes place with linear guidance. In order to achieve or in any case support a satisfactory linear guide, the first coupling device 11 and the second coupling device 12 are guided linearly on

guide rail assemblies

15, 16, which are schematically depicted by means of fig. 3 and 5. In addition, there can be a linear guide mechanism which is formed in the region of the carrier structure T and which is provided for guiding the vehicle window pane 5 and/or the shading profile 6.

In the embodiment shown, the

guide rail assemblies

15, 16 have a first guide rail 15 associated with the first coupling device 11 and a second guide rail 16 associated with the second coupling device 12. The first and

second guide rails

15, 16 extend in their respective main extension direction along the vehicle height direction Z and parallel to each other. The

guide rail assemblies

15, 16 are fastened to the support structure T below the waistline of the

window openings

3, 4 in a manner that cannot be seen in detail.

In the release position of the shielding profile 6, said first coupling means 11 occupy a terminal position which is lower with respect to the longitudinal extension of the first guide rail 15. In the shielding position, the first coupling means 11 occupy the upper terminal position. In the closed position of the window pane 5, the second coupling device 12 occupies an upper end position relative to the longitudinal extent of the second guide rail 16. In the open position, the second coupling means 12 occupy a lower end position. The coupling and decoupling by means of the mechanical coupling device 8 is carried out in such a way that the second coupling device 12 is also held in its upper end position when the first coupling device 11 is displaced between its lower and upper end positions. Conversely, the first coupling device 11 can be displaced between its lower and upper end positions only when the second coupling device 12 occupies its upper end position and the

window openings

3, 4 are closed. This prevents damage to the shielding profile 6, which is caused in particular by the driving wind of a passenger car. In other words, the mechanical control of the coupling arrangement 8 is designed such that the

window openings

3, 4 can be concealed only in the state in which they are closed by means of the window pane 5.

In the embodiment shown, the direction of the laying path V is diverted several times by means of several deflecting rollers 17 to 23. The deflecting roller 22 is referred to below as the first deflecting roller and the deflecting roller 18 as the second deflecting roller.

The first deflecting roller 22 is arranged on the end side at the first guide rail 15 in the region of the lower end position of the first coupling device 11. The laying path V has a first turn-back portion C1 constituted by a first turn roller 22. In the region of the fold-back C1, the laying path V is here folded by 180 °. The laying path V is divided into a first path section V1 and a second path section V2 by a first deflecting roller 22. The path sections V1, V2 extend longitudinally in an antiparallel manner. The coupling and decoupling of the first coupling device 11 on the cable harness 10 takes place in the illustrated embodiment in the region of the first fold-back C1, more precisely when the first driving element 13 and the first coupling device 11 are positioned in the region of the first fold-back C1.

In the region of the second deflecting roller 18, the laying path V forms a second return C2. The rope strand 10 is turned through 180 ° in the region of the second return C2. Said turnaround C2 and/or second turning roller 18 divides the laying path V into a third path section V3 and a fourth path section V4. The third and fourth path segments V3, V4 extend longitudinally in anti-parallel. The coupling and decoupling of the second coupling device 12 takes place in the illustrated embodiment in the region of the second fold back C2, more precisely when the second coupling device 12 and the second entraining element 14 are positioned in the region of the second fold back C2.

Before discussing further details of the operating principle and design of the first and

second coupling devices

11, 12, the principle operating principle of the mechanical coupling arrangement 8 will first be described with the configuration shown in particular in fig. 1 to 5.

In the configuration shown, the different components and/or sectors of the protection device 2 occupy the following positions: the window pane 5 is in the closed position; the second coupling means 12 are in the upper terminal position; the second driver element 14 is located in the region of the fourth path segment V4; the shutter profile 6 is in the release position; the first coupling means 11 are in the lower terminal position; the first driving element 13 is located in the region of the first path section V1. Furthermore, in this arrangement, no operative connection exists between the second entraining element 14 and the second coupling device for transmitting forces and movements. The same applies to the first driving element 13 and the first coupling means 11. As a result, in the illustrated arrangement, the mechanical coupling arrangement 8 assumes a transition position in which both the window pane 5 and the covering profile 6 are decoupled from the cable harness 10.

With the arrangement mentioned as a starting point, the cable harness 10 is displaced by means of the drive device 9 in the first direction of movement R1. The second entraining element 14 is thus displaced downwards along the fourth path section V4. In this case, no interaction with the second coupling device 12 is possible. The second coupling means remains in its upper terminal position. The first driving element 13 passes through the first fold C1 and is in operative connection with the first coupling device 11 for transmitting forces and movements. Upon further movement of the cable harness 10 in the first direction of movement R1, the first coupling device 11 is displaced upward along the

guide rail assemblies

15, 16 starting from its lower end position. In other words, the first coupling device 11 together with the shielding profile 6 is pulled upwards by means of the first driving element 13. The first driving element 13 moves upward along the second path section V2. The shielding profile 6 can thereby be displaced into its shielding position. In order to remove the shielding, the cable harness 10 is displaced in the second direction of movement R2. Thereby, the first driving element 13 together with the coupled first coupling means 11 and the shielding profile 6 is displaced downwards along the second path section V2 or the

rail assembly

15, 16. After reaching the lower end position of the first coupling device 11 (fig. 2), the first driving element 13 passes through the first fold-back C1. After passing through the first fold C1, the positive and/or non-positive operative connection between the first driver element 13 and the first coupling device 11 is cancelled, and the shielding profile 6 is decoupled from the cable harness 10. Upon further displacement of the cable harness 10 in the second direction of movement R2, the shielding profile 6 also remains in the release position. Starting from the configuration shown with reference to the drawings, the second entraining element 14 then reaches the region of the second fold-back C2 and thereby engages the second coupling device 12 in a form-fitting and/or force-fitting manner. The window pane 5 is thereby coupled to the cable harness 10. After passing through the second turn-back portion C2, the second entraining element 14 moves downward along the third path section V3. The second coupling device 12 is pulled along with the window pane 5 downward along the

guide rail assemblies

15, 16 in the direction of its lower end position. In this way, the window pane 5 can be displaced into its open position. By renewed reversal of the direction of movement of the cable harness 10, the window pane 5 can be displaced into its closed position. The displacement of the cable harness 10 beyond the closed position has the result that the second coupling device 12 is disengaged from the second entraining element 14. At the same time, the first driving element engages with the first coupling device 11, so that the covering profile 6 can be displaced into its covering position when the

window openings

3, 4 are now closed.

A more detailed design and operating principle of the

coupling devices

11, 12 is explained below with the aid of fig. 6 to 9. This is referred to first of all with reference to said second coupling means 12. The description made in relation to the second coupling means 12 applies correspondingly to the first coupling means 11 in the sense of meaning. In this regard, the construction of the first coupling means is not elaborated. Instead, reference is explicitly made to the description made in relation to the second coupling means 12.

The second coupling device 12 has a carriage unit 24 which is guided linearly on the

rail assemblies

15, 16, more precisely on the second rail 16, with a driver profile 25. The driver profile 25 is provided for a releasable form-locking engagement with the second driver element 14. Furthermore, the second coupling device 12 has a locking unit 26, by means of which the second coupling device 12 can be locked in a form-locking and/or force-fitting manner releasably on the second guide rail 16 under the control of the second entraining element 14.

In the embodiment shown, the carriage unit 24 has a carriage body 241 which interacts directly with the second guide rail 16 in a slidable manner. For this purpose, the carriage body 241 has guide slots 242 which are arranged opposite one another in the transverse direction of the carriage body 241, open inward and extend longitudinally parallel to the longitudinal extension of the second rail 16. In the ready-to-mount state, the carriage body 241 rests on or on the second rail 16, wherein the lateral guide webs 161 of the second rail 16 engage in the guide slots 242. Of course, an embodiment with only one guide slot is also conceivable. In this way, the second coupling device 12 can be moved slidingly along the second guide rail 16 and is held on it in a form-fitting manner in the remaining direction.

In the embodiment shown, the entrainment profiling 25 is formed directly on the carriage body 241. Furthermore, the entrainment profile 25 is designed as an entrainment gap S1 which is open on one side. In order to couple the second coupling device 12, the second driver element 14 enters the driver slot S1 at one end. For the decoupling, the second driver element 14 is withdrawn from the driver slot S1. The entrainment gap S1 has an entry section 251, a longitudinal section 252 and a transverse section 253. In the embodiment shown, the second entraining element 14 has a entraining projection 141 which is cylindrical in shape. The catch slot S1 is matched in size to the catch projection 141. The longitudinal section 252 is oriented parallel to the longitudinal extension of the second rail 16. The same applies to the laying path of the cable harness 10 formed in the region of the second fold C2 and having the path sections V3, V4. The transverse section 253 is oriented perpendicular to the longitudinal section 252. The longitudinal section 252 and the transverse section 253 are connected to one another by means of a bending section which is not designated in more detail.

The second deflecting roller 18 is arranged on the upper end 162 of the second guide rail 16 and is fixed rotatably on this by means of a shaft element 181, which shaft element 181 engages in a shaft receptacle 163 of the second guide rail 16.

In order to couple the second coupling device 12, the second entraining element 14 is moved along the third path section V3 from bottom to top into the entry section 251, along the longitudinal section 252 and with passing through the second fold C2 into the transverse section 253. After passing through the second fold-back C2, the second entraining element 14 is moved from top to bottom along the fourth path section V4, wherein the entraining projection 141 is held in the transverse section 253 in a form-fitting manner in the longitudinal direction of the second guide rail 16. As a result, the second coupling device 12 is coupled to the cable harness 10 and is pulled downward along the second guide rail 16 by the second entraining element 14. The decoupling of the second coupling device takes place in a kinematically opposite manner.

The locking unit 26 serves to releasably lock the second coupling device 12 in the upper end position. As a result, the window pane 5 can be reliably held in the closed position after being decoupled from the cable harness 10. The locking unit 26 can be switched between a locked state and a released state by the second entraining element 14. In the locked state, the second coupling means 12 are locked on the second guide rail 16. In the released state, this locking is released and the second coupling device 12 is accordingly displaceable linearly movably along the second guide rail 16.

For switching between the locked state and the released state, the locking unit 26 has a relatively movable locking element 261. The locking element 261 interacts with the second entraining element 14 on the one hand and with the end region 162 in the locked state on the other hand.

For the purpose of interacting with the second entraining element 14, the locking element 261 has a control profile 262. The control profile is designed here as a control slot S2 which is open on one side.

For the interaction with the end region 162, the locking element 261 has a locking profile 263. In the locked state, the locking profile interacts with the locking tab 164 of the second guide rail 16 in a form-fitting manner. The locking tab 164 is bent through approximately 90 ° from the longitudinal extent of the second rail and forms the upper end of the second rail 16.

In the embodiment shown, the locking element 261 is mounted on the carriage unit 24, more precisely on its carriage body 241, so as to be rotatable about a rotational axis D indicated by dashed lines in fig. 6. Here, the locking element 261 is configured as a rotary wheel 264 and has a substantially disc-shaped basic shape. In the ready-to-mount state, the rotary wheel 264 is inserted into a receiving recess, not shown in detail, of the carriage body 241, which is arranged between the two guide slots 242 in the transverse direction. The rotary wheel 264 is fixed to the carriage body 241 by means of an axle 265 so as to be rotatable about the axis of rotation D. For this purpose, the axle 265 engages in a receiving bore, not shown in detail, of the carriage body 241.

The one-sided open control slot S2 forms a radial bore (Ausklinkung) of the rotary wheel 264 and has an entry section 266 and an end section 267 adjoining the entry section 266 in the longitudinal direction of the control slot 262. The locking profile 263 is formed on the edge of the rotary wheel 264. The locking profile 263 is an undercut groove N which is open radially inward and extends longitudinally in the circumferential direction of the rotary wheel 264. The groove N extends here in the range of approximately 150 °. In the locked state, an edge region, not shown in detail, of the rotary wheel 264 provided with the groove N engages the end 162. In this case, the locking tab 164 engages in a form-fitting manner in the groove N in the longitudinal direction of the second rail 16. In this case, the locking webs 164 extend in a curved longitudinal manner in accordance with the radius of the groove.

Fig. 9 shows the decoupled and locked state of the second coupling device 12. For unlocking and for coupling the second coupling device 12, the second entraining element 14 is displaced along the first direction of movement R1 within the third path section V3. Here, these slits S1, S2 form a chute assembly. In this case, the entraining projection 141 first enters the entry section 251 of the entraining slot S1. After passing through the longitudinal section 252, the catch projection 141 engages in the control slot S2 of the rotary wheel 264. By further displacement, the catch projection 141 moves along the curved section of the catch slot S1, as a result of which the rotary wheel 264 rotates counterclockwise about the axis of rotation D (fig. 8). Here, the edge region of the rotation wheel 264 releases the upper end 162. The groove N is out of engagement with the locking tab 164. After passing through the second turnaround portion C2, the entraining projection 141 is in the transverse section 253. Further displacement along the fourth path section V4 causes the second coupling device 12 to be coupled and drawn downwards along the second guide rail 16 by the second entraining element 14. Decoupling and locking are performed in kinematically opposite ways.

Fig. 11 to 13 show a further embodiment of a protective device 2', which is designed as a variant of the protective device 2 according to fig. 1 to 9. The protective device 2' has essentially the same construction as the protective device 2. Only the main differences are discussed below.

In contrast to the protective device 2, the protective device 2' has a further covering profile 30 and a further cable harness 50. A further covering profile 30 is associated with the secondary opening 4 of the

window opening

3, 4 and can be displaced between a covering position and a release position corresponding thereto. The other cable harness is connected to the other shading profile 30 by means of the connecting device 40 in a force and movement transmitting manner. The connecting device 40 can be moved in a linear guide on a guide rail, which is not shown in detail. In contrast to the cable harness 10, the other cable harness 30 is not driven directly by means of the drive 9. More precisely, the other cable harness 30 is connected to the first coupling device 11'. In this way, a pulled forced movement of the further shielding profile 30 is achieved as a function of the displacement movement of the shielding profile 6. For connection to a further cable harness 30, the first coupling device 11' has a connecting section 111. The connecting section 111 is connected to the other cable harness 30 in a force and movement transmitting manner.

In the configuration shown with reference to fig. 10 to 13, the other shielding profile 30 occupies its release position. The connecting device 40 assumes a lower end position with respect to its displacement direction and a guide rail, not shown in detail. When the first coupling device 11' is displaced from its lower end position in the direction of the upper end position, the connecting device 40 is pulled along with the further shielding profile 30 connected thereto, under forced guidance. The forced movement takes place in both directions.

In addition, the further shading profile 30 is designed as a dimensionally stable shading strip, corresponding to the shading profile 6.

Claims

1. Protection device (2, 2') for a window opening (3, 4) of a motor vehicle, which protection device:

having a window pane (5) which is displaceable with linear guidance between a closed position, in which the window pane (5) closes a window opening (3, 4), and an open position, in which the window opening (3, 4) is open,

having at least one covering profile (6) which can be displaced with linear guidance between a covering position and a release position, wherein in the covering position the covering profile (6) covers the window opening (3, 4) and in the release position the covering profile (6) releases the window opening (3, 4),

and having a cable drive system (7) which is provided for the driven displacement of the window pane (5) and/or of the shading profile (6) and has a drive device (9) and a cable harness (10) which can be moved by means of the drive device (9) and is laid along the laying path (V),

the coupling arrangement is characterized in that a mechanical coupling arrangement (8) is provided, which can be switched between a first coupling state, in which the shielding profile (6) is coupled to the cable harness (10) for driven displacement and the window pane (5) is decoupled from the cable harness (10), and a second coupling state, in which the shielding profile (6) is decoupled from the cable harness (10) and the window pane (5) is coupled to the cable harness (10) for driven displacement, as a function of the position of the window pane (5), the position of the shielding profile (6) and the movement of the cable harness (10).

2. The protective device (2, 2 ') according to claim 1, characterized in that the coupling arrangement (8) has a first coupling device (11, 11 ') connected to the covering profile (6) and a second coupling device (12) connected to the window pane (5), which are each guided linearly on a guide rail arrangement (15, 16), wherein the first and second coupling devices (11, 11', 12) in the respective coupled state interact in a force-transmitting and movement-transmitting releasable manner with at least one entraining element (13, 14), which is connected to the cable harness (10).

3. Protection device (2, 2 ') according to claim 2, characterized in that the laying path (V) of the rope strand (10) has at least one first return (C1) formed by means of a first deflecting roller (22) and a second return (C2) formed by means of a second deflecting roller (18), wherein the coupling and decoupling of the first coupling means (11, 11') takes place in the region of the first return (C1) and wherein the coupling and decoupling of the second coupling means (12) takes place in the region of the second return (C2).

4. The protection device (2, 2 ') according to claim 2 or 3, characterized in that the first coupling device (11, 11') and/or the second coupling device (12) each have a carriage unit (24) which is guided linearly on a rail assembly (15, 16) and which has a carrying profile (25) which is provided for releasable positive cooperation with the at least one carrying element (13, 14).

5. The protection device (2, 2') according to claim 4, characterized in that the entraining profile (25) is designed as a entraining slot (S1) which is open on one side, into which the entraining elements (13, 14) are introduced for coupling and are held in a form-fitting manner and from which the entraining elements (13, 14) are withdrawn for decoupling.

6. The protection device (2, 2 ') according to any one of claims 2 to 5, characterized in that the first coupling device (11, 11 ') and/or the second coupling device (12) each have a locking unit (26), by means of which the respective coupling device (11, 11', 12) can be locked on the rail assembly (15, 16) in a form-locking and/or force-fitting releasable manner under the control of the entraining element (13, 14).

7. Protection device (2, 2') according to claim 6, characterized in that the locking unit (26) has a locking element (261) having a control profile (262) which is displaceable between a locked state and a released state, the at least one entraining element (13, 14) cooperating with the control profile for displacing the locking element (261) between the locked state and the released state.

8. The protective device (2, 2') according to claim 7, characterized in that the locking element (261) is a rotary wheel (264) which is mounted rotatably about the axis of rotation (D), in particular on the respective carriage unit (24), and which has a locking profile (263) which, for locking, interacts releasably in a form-fitting manner with the end (162) of the guide rail assembly (15, 16).

9. The protection device (2, 2') according to claim 7 or 8, characterized in that the control profile (262) is configured as a one-sided open control slot (S2) on the locking element (261), and/or in that the control profile (262) and the entrainment profile (25) are arranged at least partially overlapping one another in the case of a slot arrangement (262, 25) configured to control the movement of the locking element (261).

10. The protection device (2 ') according to one of claims 2 to 9, wherein at least one further screen profile (30) is present and the further screen profile (30) is connected to a further cable strand (50) of the cable drive system (7), wherein the further screen profile (30) is assigned to a secondary section (4) of the window opening (3, 4), and wherein the further cable strand (50) is connected to the first coupling device (11'), whereby a pulled-in forced movement of the further screen profile (30) is effected as a function of a displacement movement of the screen profile (6).

11. The protective device (2, 2') according to one of the preceding claims, characterized in that the shading profile (6) is a form-stable shading sheet (L) which is relatively more light-tight and/or at least predominantly, particularly preferably completely, light-tight compared to the window pane (5).

12. Coupling assembly (8) for a protective device (2, 2 ') according to one of the preceding claims, having at least one coupling device (11, 11', 12) having a carriage unit (24) which is provided for a linear guide which can be moved in a sliding manner on the guide rail assembly (15, 16) and having a carrying profile (25) for a releasable form-fitting interaction with a driver element (13, 14) of the cable drive system (7), and/or having a locking unit (26), and wherein the coupling device (11, 11', 12) can be releasably form-fitted and/or non-force-fitting locked on the guide rail assembly (15, 16) under the control of the driver element (13, 14) by means of the locking unit (26).

13. Motor vehicle door (1) with a protection device (2, 2') according to one of claims 1 to 11.