EP2155999A1

EP2155999A1 - Motor vehicle door arrangement

Info

Publication number: EP2155999A1
Application number: EP08758879A
Authority: EP
Inventors: Georg Scheck; Alwin Macht
Original assignee: Brose Fahrzeugteile SE and Co KG
Current assignee: Brose Fahrzeugteile SE and Co KG
Priority date: 2007-05-31
Filing date: 2008-05-30
Publication date: 2010-02-24
Also published as: CN101802334B; WO2008145373A1; DE202007007764U1; CN101802334A

Abstract

The invention relates to a motor vehicle door arrangement with a motor vehicle door (1) which is coupled pivotably to a motor vehicle body (5) via a door axis (4) and can be displaced into an open position and into a closed position, wherein a door arrester (6) is coupled at one end to the motor vehicle door (1) and at the other end to the motor vehicle body (5), wherein the door arrester (6) has a fixing mechanism (7) for generating a fixing force or a fixing moment, and a coupling mechanism (8), wherein the fixing force or the fixing moment generates, via the coupling mechanism (8), a door fixing moment acting on the motor vehicle door (1) such that the motor vehicle door (1) can be fixed in a pivoted position by means of the door arrestor (6). It is proposed that the mechanical transmission ratio of the coupling mechanism (8) changes with the displacement of the motor vehicle door (1) into the closed position in such a manner that, in the event of a subordinate, constant fixing force or in the event of a subordinate, constant fixing moment, the resulting door fixing moment drops by a freewheeling amount of at least 50% in a displacement region - freewheeling region - mounted directly in front of the closed position.

Description

Motor vehicle door assembly

The present invention relates to a motor vehicle door assembly according to the preamble of claim 1.

The motor vehicle door assembly in question is equipped with a motor vehicle door, which is pivotally articulated via a door axle to a motor vehicle body and is adjustable to an open position and a closed position. The term "motor vehicle door" is to be understood comprehensively. It includes both side doors and rear doors, tailgates, bootlid, engine compartment doors or cargo doors.

To keep the vehicle door of a motor vehicle door assembly in a pivoted position always in a defined state, the motor vehicle door is usually associated with a so-called door lock. In modern motor vehicles, the door lock ensures the determination of the vehicle door in largely arbitrary positions.

The well-known Kraftfahrzeugtüranordηung (DE 91 01 203 Ul), from which the invention proceeds, shows a motor vehicle door assembly in question, wherein a door lock is provided, which is coupled to the motor vehicle door on the one hand and the vehicle body on the other. The door lock has a locking mechanism with the basic structure of a drum brake. However, the brake shoes are designed here as a pendulum body that trigger the respective braking process automatically. By the locking mechanism, a parking torque can be generated, which generates via a coupling mechanism acting on the vehicle door Türfeststellmoment. Of course, the door locking torque is only effective if the vehicle door is to be manually moved out of the respective pivoted position.

In the known motor vehicle door assembly, the coupling mechanism is designed as a pinion rack and pinion gear, wherein the pinion is drivingly coupled to the locking mechanism. The locking mechanism is together with the Pinion arranged in a cavity of the vehicle door. The rack is pivoted articulated body side, at a location spaced from the door axis location.

In the known motor vehicle door assembly, a determination of the motor vehicle door is guaranteed in any pivoted position in a relatively simple manner. However, it has been shown that the door lock in the closed position immediately upstream adjustment acts rather disabling. This is due to the fact that the adjustment area immediately upstream of the closed position is required in order to be able to strike the door with a certain momentum, which is inhibited by the door arrester. This is often seen as a loss of comfort.

The invention is based on the problem of designing and further developing the known motor vehicle door arrangement such that the ease of use is increased.

It is essential to first consider the effect of the door arrester with the adjustment of the motor vehicle door in the closed position in said adjustment immediately upstream of the closed position, which is referred to below as freewheeling area to reduce. Specifically, this means that the effect of the door arrester during the passage of the freewheeling area is reduced accordingly.

It has been recognized that the above reduction can be achieved by a suitable design of the kinematics of the coupling mechanism. It is envisaged that the mechanical translation of the coupling mechanism with the adjustment of the motor vehicle door in the closed position changed so that falls below assumed constant locking force or unterstelltem constant locking torque, the resulting door locking torque freewheeling freewheeling by at least 50%.

It is the case here that the coupling mechanism has the task of transmitting the locking force generated by the locking mechanism or the locking torque generated by the locking mechanism to the motor vehicle door or to the motor vehicle body. Particularly advantageous is the fact that the effect of the door arrester in the freewheel area can be reduced in the desired manner, without additional design measures must be taken. For example, on couplings or the like. be waived.

5

Furthermore, it is advantageous that in an adjustment of the motor vehicle door from the open position in the direction of the closed position, the above change in the translation is usually continuous and therefore not noticeable to the user. Abrupt mechanical loads, which always lead to increased wear, do not occur.

With a suitable design, especially with a suitable choice of the freewheeling area on the one hand and the freewheeling share on the other hand, the motor vehicle door can be largely strike without hindrance by the door lock easily. At the same time it is possible to determine the door in the rest of adjustment by means of the door arrester.

In the preferred embodiment according to claim 7, the coupling mechanism is equipped with a power transmission element which is articulated body side 0 or door side at one end. With this configuration, the door locking force, which is due to the locking force or the locking torque, and thus the door locking torque are introduced into the motor vehicle door by means of the force transmission element. In order for the door locking force introduced into the motor vehicle door by means of the force transmission element also to generate a door locking torque, it is provided that the force action line of the door locking force passes at a distance on the door axis when the motor vehicle door is pivoted. In order to reduce the effect of the door arrester on the adjustment of the motor vehicle door in the above manner, it is preferably provided according to claim 9 that approximates the line of action of the Türfeststellkraft at an adjustment of the motor vehicle door in the closed position at least in the freewheeling area to the door axis. According to claim 10, it is even provided that the force-5 effect line of the door locking force in the closed position befindliches motor vehicle door extends substantially through the door axis, so that the door detection ler no noticeable effect on the adjustment of the vehicle door more.

The above proposed arrangement with power transmission element can be 5 realize according to claim 11 in a simple manner with a pinion rack and pinion gear, wherein the pinion is drivingly coupled to the locking mechanism.

In the following the invention will be explained in more detail with reference to an illustrative only l o illustrative drawing. In the drawing shows

Fig. 1 in a side view of a motor vehicle with a proposed motor vehicle door assembly and

FIG. 2 shows the motor vehicle according to FIG. 1 in a sectional view along the

Section line II-II in the closed position (above) and in the open position (below) located motor vehicle door.

The motor vehicle shown in Fig. 1 is equipped with a motor vehicle door assembly 0 with four side doors 1, an engine compartment door 2 and a trunk lid 3. In the side doors 1, the engine compartment lid 2 and the trunk lid 3, the present understanding is in each case a motor vehicle door. In the present description, a motor vehicle door designed as a side door 1 is described as representative of all types of motor vehicle doors

The illustrated motor vehicle door 1 is pivotally articulated via a door axle 4 to the motor vehicle body 5 and adjustable in an open position and in a closed position. 0 It is further provided a door of the motor vehicle door 1 6, which is coupled to the motor vehicle door 1 on the one hand and the motor vehicle body 5 on the other hand.

The door lock 6 has a locking mechanism 7 for generating a fixed-5 adjusting force or a parking torque and a coupling mechanism 8, wherein the

Locking force or the locking torque on the coupling mechanism 8 on the Motor vehicle door 1 acting door locking torque generated so that the vehicle door 1 by means of the door arrester 6 can be determined in the pivoted position.

In the exemplary embodiment shown, which is preferred so far, the coupling mechanism 8 is a pinion-rack transmission, which will be explained in more detail below.

What is essential now is the fact that the mechanical transmission of the coupling mechanism 8 changes with the adjustment of the motor vehicle door 1 into the closed position such that, assuming a constant locking force or assuming a constant locking torque, the resulting door locking torque is in an adjustment range immediately preceding the closed position. Freewheeling range - by a freewheeling share of at least 50% decreases. This can be achieved that the disturbing effect of the door arrester 6 in the freewheeling area as explained in the general part of the description, is reduced.

However, the freewheeling share can also be set higher, so that further reduces the disturbing effect of the door arrester. In a preferred embodiment, the freewheeling share is 70%, preferably even 80%, in a particularly preferred embodiment 95%. It is also conceivable that the freewheeling share is more than 95%. It should be noted that the above-described decrease in the door locking torque occurs when passing through the freewheeling area. With the above definition of freewheeling range and freewheeling share is meant that in the course of running through the freewheeling area - somehow - a decrease in the above Türfeststellmoments to the freewheeling share.

In a further preferred embodiment, it is provided that with the adjustment of the motor vehicle door 1 in the closed position, the mechanical translation of the coupling mechanism 8 changed such that under assumed constant Feststellkraft or unterstelltem constant locking torque, the resulting Türfeststelloment drops in the freewheel area and upon reaching the closed position is negligible. This means that upon reaching the closed position, the inhibiting effect of the door arrester 6 for the user in view of already existing friction and inertial forces is not felt. Depending on the behavior of the mechanical translation of the coupling mechanism in the adjustment of the motor vehicle door 1 in the closed position, the decrease in the Türfeststellmoments in freewheeling occurs in different ways. A sinusoidal profile of the door locking torque, which occurs in the exemplary embodiment illustrated in FIG. 2, is conceivable. However, a course approximated to a rectangular function is also conceivable, whereby a continuous transition will always be provided.

In a particularly preferred embodiment, the freewheeling range covers between about 30% and about 50% of the pivoting range of the motor vehicle door. This corresponds with an overall displacement angle of the motor vehicle door of about 75 ° an angular range between about 22.5 ° and about 37.5 °. It has been found that an arrangement in which the freewheeling area covers about 40% of the pivoting range of the motor vehicle door, for the ease of use is particularly advantageous. This corresponds to a total displacement of about 75 ° a pivot angle of about 30 °.

For the realization of the door arrester 6 numerous advantageous variants are conceivable. Some of these variants are discussed below on the basis of the variant illustrated in FIG. 2.

In the exemplary embodiment shown in FIG. 2, the locking mechanism 7 is arranged on the motor vehicle door 1. However, an arrangement of the locking mechanism 7 on the motor vehicle body 5 is also conceivable.

Also for the coupling of the door arrester 6 with the motor vehicle door 1 on the one hand and the motor vehicle body 5 on the other hand, depending on the application, different variants are advantageous. In the illustrated embodiment, the coupling mechanism 8 of the door arrester 6 is coupled via a body-side, spaced from the door axis 4 locking axle 9 with the motor vehicle body 5. In this case, the locking mechanism 7, preferably via a housing, attached to the motor vehicle door 1. Depending on the structural design, this may also be a swivel attachment. Other variants for coupling the door arrester 6 are possible. Overall, it is preferably the case that the door arrester 6, in particular the coupling mechanism 8 of the door arrester 6, via a vehicle side, from the door axis 4 spaced Feststellachse 9 with the vehicle body and / or a türseiti- ge, spaced from the door axis 4 locking axle is coupled to the motor vehicle door.

In the illustrated and insofar preferred embodiment, the coupling mechanism 8, a power transmission element 10, with which a on the locking force or the parking torque going back door locking force and thus the Türfeststellmoment in the vehicle door 1 can be introduced.

In a particularly preferred embodiment, it is so that the power transmission element 10 is coupled at one end 10a via the body side, spaced from the door axis 4-detent axle 9 with the motor vehicle body 5. On the other hand, it can also be provided that the power transmission element 10 is coupled at one end 10 a via a door-side, spaced from the door axis 4 locking axle 9 with the motor vehicle door 1, namely, when the locking mechanism 7 is disposed on the motor vehicle body 5.

In all described embodiments, it is preferably such that the body-side locking axle 9 and / or the possibly existing, door-side locking axle is or are aligned substantially parallel to the door axis 4.

If the door locking force and thus the door locking torque is introduced by means of a power transmission element 10 in the motor vehicle door 1, it is preferably such that the force of action line 1 1 approaches the door locking force at an adjustment of the motor vehicle door 1 in the closed position at least in the freewheel area to the door axis 4. This can be seen from a synopsis of the states of the motor vehicle door 1 shown in FIG. 2 above and below. This reduces the lever arm of the door locking force relative to the door axis 4, which leads to an above reduction of the door locking torque assuming a constant locking force or assuming a constant locking torque. In a particularly preferred embodiment, it is provided that the force effect line 11 of the door locking force runs in the closed position located in the motor vehicle door 1 substantially through the door axis 4. This is shown in Fig. 1 above. By "substantially" is meant here that the force action line 11 does not have to pass exactly through the door axis 4. Rather, it is important that the approach of the force line of action 1 1 to the door axis 4 on reaching the closed position has progressed so far that the effect of the door arrester 6 is negligible and therefore no longer felt by the user. Of course, it is assumed that the amount of the door locking force is within a normal range and can not go against "infinity".

In particular, it is provided in the embodiment shown in FIG. 2 and insofar preferred embodiment, that the force transmission element 10 is designed as a rack, that the rack 10 permanently meshes with a pinion 12 and that the pinion 12 is drivingly coupled to the locking mechanism 7. For the design of the locking mechanism 7 numerous possibilities are conceivable. For example, the braking principle shown in DE 91 01 203 U1 can be used here. However, the locking mechanism 7 may also have a simple friction brake.

It is essential that here by the locking mechanism 7 acting on the pinion 12 locking torque is generated, which generates about the rack 10 a einführbare in the motor vehicle door 1 door locking force. The door locking force finally generates the above-mentioned door locking torque.

It can be seen from the illustration in Fig. 2 above that the force of action line 1 1 of the door locking force in the closed position located in the motor vehicle door 1 extends substantially through the door axis 4. This is realized in that the force application point of the pinion 12 on the rack 10, the locking axle 9 and the door axis 4 are substantially in line. What is meant here by "substantially" has been explained above in connection with the "substantially" through the door axis 4 extending force line 1 1. In another preferred variant, the power transmission element 10 is designed as a spindle, wherein the spindle is in engagement with a spindle nut and wherein the spindle nut is drivingly coupled to the locking mechanism.

Also conceivable is a variant in which the coupling mechanism 8 has a multi-joint kinematics, preferably a four-joint kinematics, or a plurality of kinematics connected in series. This makes it possible to realize an optimal course of the door locking torque in the freewheeling area.

Finally, it should be pointed out that the door lock 6 can be part of a door drive. For example, it is conceivable that the drive motor of the door drive additionally assumes the function of the locking mechanism 7. Then the self-locking of the drive motor could serve to generate the parking torque. It is also conceivable that the drive motor is not designed to be self-locking and on the motor shaft, a brake disc or the like. is arranged. In the illustrated embodiment, the pinion 12 could be drivingly coupled to the drive motor. The combination of the function of the door arrester 6 with the function of a door drive leads overall to a particularly compact arrangement.

Claims

claims:

1. Motor vehicle door assembly with a motor vehicle door (1) pivotally connected via a door axis (4) on a motor vehicle body (5) and adjustable in an open position and in a closed position, wherein a door arrester (6) with the motor vehicle door (1) on the one hand and the motor vehicle body (5) is coupled on the other hand, wherein the door arrester (6) has a locking mechanism (7) for generating a locking force or a locking torque and a coupling mechanism (8), wherein the locking force or the locking torque via the coupling mechanism (8) a door locking torque acting on the motor vehicle door (1) is produced so that the motor vehicle door (1) can be locked in a pivoted position by means of the door arrester (6), characterized in that the mechanical transmission of the coupling mechanism (8) coincides with the adjustment of the motor vehicle door (1) changed to the closed position so that when assumed constant Feststellkraf t or at unterstelltem constant locking torque, the resulting door locking torque in a closed position immediately upstream adjustment - freewheeling - by a freewheeling share of at least 50% decreases.

2. Motor vehicle door assembly according to claim 1, characterized in that the freewheeling share 70%, preferably 80%, more preferably 95%, more preferably more than 95%.

3. Motor vehicle door assembly according to claim 1 or 2, characterized in that with the adjustment of the motor vehicle door (1) in the closed position, the mechanical translation of the coupling mechanism (8) changed such that at imputed constant locking force or unterstelltem constant locking torque, the resulting Türfeststellmoment drops in the freewheel area and is negligible when reaching the closed position.

4. Motor vehicle door assembly according to one of the preceding claims, characterized in that the freewheeling range between about 30% and about 50%, preferably about 40%, of the pivoting range of the motor vehicle door (1) covers.

5. Motor vehicle door assembly according to one of the preceding claims, characterized in that the locking mechanism (7) of the door arrester (6) on the motor vehicle door (1) or on the motor vehicle body (5) is arranged.

6. Motor vehicle door arrangement according to one of the preceding claims, characterized in that the door lock (6), in particular the coupling mechanism (8) of the door arrester (6), via a body side, of the door axis (4) spaced locking axle (9) with the motor vehicle body ( 5) and / or via a door-side, from the door axis (4) spaced Feststellachse with the vehicle door (1) is coupled.

7. Motor vehicle door arrangement according to one of the preceding claims, characterized in that the coupling mechanism (8) has a Kraftübertragungsele- element (10), with a on the locking force or the parking torque going back door locking force and thus the Türfeststelloment in the vehicle door (1) introduced is.

8. Motor vehicle door assembly according to claim 7, characterized in that the force transmission element (10) at one end (10 a) via a body side, of the door axis (4) spaced locking axle (9) with the motor vehicle body (5) or via a door-side, of the Türachse (4) spaced arrester axle with the motor vehicle door (1) is coupled, preferably, that the body-side locking axle (9) and / or the door-side locking axle is aligned substantially parallel to the door axis (4) or are.

9. Motor vehicle door assembly according to claim 7 or 8, characterized in that the force action line (1 1) of the door locking force at an adjustment of the motor vehicle door (1) in the closed position at least in the freewheeling range to the door axis (4) approximates.

10. Motor vehicle door assembly according to one of claims 7 to 9, characterized in that the line of action (1 1) of the door locking force in located in the closed position motor vehicle door (1) substantially through the door axis (4).

1 1. Motor vehicle door assembly according to one of claims 7 to 10, characterized in that the force transmission element (10) is designed as a rack (10), that the rack (10) permanently meshes with a pinion (12) and that the pinion (12) is coupled drive-technically with the locking mechanism (7).

12. Motor vehicle door assembly according to one of claims 7 to 1 1, characterized in that the force transmission element (10) is designed as a spindle, that the spindle is in engagement with a spindle nut and that the spindle nut with the locking mechanism (7) is drivingly coupled.

13. Motor vehicle door arrangement according to one of the preceding claims, characterized in that the coupling mechanism (8) has a multi-joint kinematics, preferably a four-joint kinematics.