EP3293331B1 - Motor vehicle hinge - Google Patents

Description

The invention relates to a motor vehicle hinge according to the preamble of claim 1 and to a method for producing a motor vehicle hinge.

US 2012 023 38 14 A1 describes a motor vehicle hinge comprising a first hinge half which can be fastened to one of the motor vehicle door and door frame, a second hinge half which can be fastened to the other of the motor vehicle door and door frame, and a hinge pin which connects the two hinge halves in an articulated manner, one of the two hinge halves has a support structure and an insert, the support structure and the insert being mutually fixed in a form-fitting manner by screws. The support structure is formed as an L-shaped bent part made of sheet metal with a base and a leg perpendicular to the base, the insert being connectable to the base of the support structure. The insert comprises a roller that is penetrated by the hinge pin and provided with a profile, which is mounted circumferentially in a rounded part of the insert and which has end positioning projections which can be inserted into the legs of the other hinge half, while positioning grooves adjoining the positioning projections Sections of the roller pass through the bearing bores lined with bearing bushes in the legs of the supporting structure and ensure an articulated connection, while the hinge pin is spaced from the bearing bushes and is attached to the other hinge half by riveting.

EP 0 816 610 B1 shows a motor vehicle hinge which can be used for the articulated connection of a motor vehicle door to a door frame. The motor vehicle hinge has a first hinge half made of steel, which can be fastened to the door frame of the motor vehicle door, and which is articulated via a hinge pin to a second hinge half that is attached to the door is attachable, is connected. The hinge has a locking device which mutually detachably fixes the two hinge halves at certain pivot angles, the locking device having an approximately cylindrical sleeve which is non-rotatably connected to the hinge pin. The sleeve and a braking member are inserted into cavities recessed from the solid material of the first hinge half, the braking member defining preferred opening angles of the door with recesses or grooves provided on the circumference of the sleeve. The disadvantage of the known motor vehicle hinge is the fact that the diameter of the sleeve is large in order to achieve certain pivoting angles of the motor vehicle door, so that that area of the first hinge half in which the sleeve is received has a large radius and is correspondingly far from the plane in which the hinge half is connected to the motor vehicle door frame, is spaced. Since the hinge half is a one-piece steel body, numerous machining operations are necessary in order to produce cavities such as channels and openings which enable the locking device to be integrated in the hinge half. Because of its massive design, the hinge half absorbs the forces and loads introduced by the weight of the door, but it is very heavy for this purpose. When machining the hinge half to create the cavities, a large part of the material is wasted as chip and thus as material loss. When assembling the hinge, there is a risk that the sleeve will be incorrectly attached to the hinge pin and that the recesses that define the preferred opening angles of the vehicle door will be arranged in the wrong places. Finally, the fastening means of the first hinge half are provided clearly outside of a plane normal to the contact plane through the hinge axis, so that undesirable moments arise due to the distance.

DE 199 53 077 A1 describes a motor vehicle hinge for connecting a motor vehicle door to a door frame, with a first and a second hinge half which can each be fastened to the motor vehicle door and the door frame and are connected to one another in an articulated manner via a hinge pin are. A locking device, which fixes the two hinge halves steplessly in a mutually releasable manner in at least certain pivoting angles, comprises a sleeve which is non-rotatably connected to a section of the hinge pin and whose circumference is profiled in such a way that a braking member acted upon by a spring member and which interacts with this circumference of the sleeve is different is strongly deflected and thus generates a braking torque that counteracts the opening of the door. If the sleeve is rotated together with the hinge pin by pivoting the door, this causes a rotation of the braking member about its axis. The disadvantage of the known vehicle hinge is the fact that the hinge half in which the locking device is arranged is designed as a one-piece solid metal part that is heavy and the hollow spaces for arranging the components of the locking device must be machined into the tough material. The corresponding processing steps are time-consuming and costly. Due to the large diameter of the sleeve, it is also necessary to space the hinge axis relatively far away from the contact plane of the hinge half on the door frame, and also to make the area of the hinge half in which the sleeve is received correspondingly large.

DE 10 2009 014 084 B4 describes a motor vehicle hinge in which a first hinge half is articulated to a second hinge half by a hinge pin, the hinge halves each being attachable to one of the motor vehicle door and door frame. A locking device which is arranged in one of the two hinge halves comprises a sleeve which is arranged on the hinge pin and which generates a braking force for the door with a braking member which can be advanced radially to the sleeve. The sleeve is supported on the inner circumference of a cylindrical opening with a constant radius. The disadvantage of the known motor vehicle hinge is, on the one hand, its high weight, to which the hinge half made of solid material with integrated locking device contributes, in which complex cavities must also be introduced in order to accommodate the locking device. A particular disadvantage is the large diameter of the hinge half in the area of the sleeve received therein, which not only causes a large extension of the hinge half, but also a radial projection of the hinge half in the region of the sleeve, which is undesirable.

DE 10 2012 004 810 A1 shows a motor vehicle hinge for a side door, which has a first hinge half, which can be fastened to a door, and a second hinge half, which can be fastened to a door frame. Both hinge halves are articulated by a hinge pin. Both the first hinge half and the second hinge half each have a support structure made of a carbon fiber reinforced plastic and an insert made of plastic that can be pushed or injected into the respective support structure in a direction parallel to the axis of the hinge. The insert has a receptacle for a threaded bushing, the support structure has an opening at the location of the receptacle for the threaded bushing. If the insert is pushed into the supporting structure, the insert is fixed in the supporting structure by means of a screw which is screwed into the threaded bushing. By screwing in the screw, the first hinge part is also attached to the body. In the injection process, the inserts can be fixed to the respective support structure by means of a protruding rib. The hinge pin has a corrugation at one end so that it fixes in a receptacle in the first hinge half. For this purpose, the locking device has a braking member connected to the hinge pin, which is pretensioned against a locking segment formed on an inner circumference with locking marks.

It is the object of the invention to specify a motor vehicle hinge and a method for producing a motor vehicle hinge which are improved in terms of dimensions and weight.

This object is achieved according to the invention by a motor vehicle hinge with the features of independent claim 1 or a method with the features of independent claim 14.

According to the invention, a motor vehicle hinge is provided, comprising a first hinge half which can be fastened to one of the motor vehicle door and door frame, a second hinge half which can be fastened to the other of the motor vehicle door and door frame, and a hinge pin which connects the two hinge halves in an articulated manner, wherein at least one of the two hinge halves has a support structure and an insert, the support structure and the insert being mutually fixed. In this way, two properties of the hinge half, namely the possibility of accommodating the locking device and the provision of a load bearing, are advantageously separated into two different parts that are mutually fixed and thus act like one part. Here, the hinge pin is mounted on at least one eye of the support structure. Appropriately, but not necessarily, the support structure and the insert have a different density, so that overall a part that is lighter than a solid part is created. Here, the support structure is formed as an L-shaped or U-shaped bent part made of sheet metal and has a base and at least one, preferably two, legs perpendicular to the base. The bent part thus forms a frame that surrounds the insert and into which the insert can be pushed. Here, the insert can be pushed into the support structure in the direction of the base of the support structure, thereby ensuring simple assembly. Here, the support structure preferably has a latching means which penetrates into a recess in the insert and clips the insert onto the support structure. This provides a form-fitting fixation that fixes the insert and the support structure to one another for the further assembly of the hinge.

The motor vehicle hinge preferably comprises a locking device which acts in the insert, that is to say is at least predominantly accommodated therein. The locking device fixes the two hinge halves in a mutually releasable manner in at least certain pivot angles. This can be a locking locking device which provides preferred holding brackets in which a spring member is relatively relaxed in that a braking member engages therein. This can also be a stepless locking device, depending on the set Profiling generates different braking torques in the corresponding opening angle. Furthermore, the locking device can also be a device which secures the pivoting movement of the door by means of a uniform braking torque against striking by gusts of wind. Combinations of the versions mentioned are also possible.

The installation of the locking device, which is complex in terms of volume, is essentially brought about by the use, while the absorption of the loads, which is essentially characterized by the weight of the door introduced into the hinge half and the introduction of the weight of the hinge into the door frame or the motor vehicle door, is achieved by the Support structure takes place. The use that only has to absorb low loads, such as guiding or storing components of the locking device, can be made of a lightweight, less expensive and, in particular, easier or even impossible to process material, while the weight and volume of the support structure on the to be accommodated Weight force can be interpreted and is therefore not oversized. This results in a considerable saving in weight, which reduces the weight of the vehicle and its fuel consumption accordingly.

The support structure is preferably designed as a metal part, while the insert is designed as a plastic part. Both materials have favorable properties in terms of formability, manufacturability and weight for the specific requirements, so that the resulting motor vehicle hinge is sufficiently stable to absorb the loads and is nevertheless not overdimensioned. The use is positively fixed on the supporting structure. In particular, the hinge half can be produced in that the support structure consists of one or more metal parts, which are encapsulated with plastic in an injection mold, or from a plastic part in which the support structure is inserted in one or more parts in corresponding guides.

The at least one leg is preferably penetrated by the hinge pin, so that the hinge pin is mounted on the support structure and forces and loads are thus also at least predominantly introduced into the support structure. Here it is expediently provided that the base of the bent part is assigned to the door frame, or alternatively also to the door, and accordingly has at least one opening for attachment to the corresponding door arrangement part, motor vehicle door or motor vehicle door frame. Threaded rods, rivets, bolts, screws or the like come into consideration as fastening means. For later disposal, the insert and the bent part are easier to separate than components overmolded with plastic, so that simple recycling is possible after separation.

It is possible to produce the insert in several parts, but it is preferably made in one piece, which is easily possible in the injection molding process or by casting. If blind holes, undercuts or the like are to be provided in the insert, it can be assembled from two halves, for example divided along a longitudinal axis, which are plugged together. It is also possible to create the cavities, but also the contours in which the locking device or its parts are arranged, from the solid material by machining such as milling, but it is easier to provide corresponding cores during injection molding; It should be noted here that the cores often have a very light cone for easier removal, and the corresponding cavities, for example channels or openings, then also have a light cone. If the cores are introduced from two sides, it can also be a double cone, the diameter of which decreases towards the inside.

It is possible to provide sheet metal strips folded from the legs of the bending part in the manner of stops which limit the use in a further plane when it is pushed into the support structure and thus fix the two parts in a further direction. Alternatively you can the legs have embossments that snap or clip into corresponding boundary surfaces of the insert or recesses therefrom. The insert expediently has a widening at the end facing away from the base, which prevents the insert from being inserted in the wrong direction when it is automatically inserted into the support structure, for example by a robot or the like.

According to one aspect, a motor vehicle hinge is created, comprising a locking device which is arranged in one of the two hinge halves and which fixes the two hinge halves in a mutually releasable manner at at least certain pivot angles, the locking device having a locking sleeve assigned to the hinge pin and a braking member cooperating with the locking sleeve, the locking device a locking sleeve associated with the hinge pin with a radially projecting locking segment and a braking member cooperating with a peripheral surface of the locking segment, the braking member preferably being biased radially against the outer peripheral surface of the locking segment by a spring member. The radially projecting locking segment advantageously provides a larger outer circumference of the locking segment, which enables a correspondingly better resolution for certain locking positions without thereby increasing the dimensions of the locking sleeve as a whole and / or the dimensions of the opening receiving the locking sleeve as a whole. In the case of a locking locking characteristic, this can be changed by replacing the locking sleeve with the hinge otherwise unchanged, e.g. for different vehicle models.

The outer circumferential surface can extend over an angular range which corresponds to an opening angle of the motor vehicle door, usually approx. 75 degrees, at most 90 degrees. The outer circumferential surface protrudes radially from the rest of the circumference of the locking segment in the manner of an angular segment, whereby the boundary surfaces of the angular segment that connect the outer peripheral surface to the sleeve part of the locking sleeve, at the same time Form stop for maximum and minimum opening angles. The rest of the circumference of the locking segment is essentially formed as a cylindrical jacket section, which is received in a correspondingly small-sized section of the opening of the hinge half. It is possible that the rest of the circumference is also used for mounting in this opening to support the pivoting or rotating movement of the angular segment, but it is preferably provided that the entire circumference of the locking sleeve is spaced from the opening, and thus at most the abutment Boundary surfaces of the locking segment come into contact with parts of the opening - this avoids friction and noise development as well as an undesired change in the braking force with changing tribological parameters.

By providing the angular segment, which has a radius at least 20% larger than the rest of the circumference of the locking segment, a correspondingly large resolution is achieved in the area of its outer peripheral surface, whereby the opening for receiving the sleeve with the locking segment can be smaller , because the locking segment only travels over an angle which corresponds to twice the opening angle of the vehicle door and is therefore usually less than 180 degrees. In particular, the critical dimension, namely the distance between the contact plane of the hinge half with the door frame or the motor vehicle door and the remote end, can thus be smaller. Furthermore, the mass of the sleeve connected to the hinge pin is less than a sleeve which completely occupies the radius of the outer circumferential surface of the locking segment. The outer circumferential surface can have recesses or grooves running parallel to the hinge axis, which define preferred latching positions, but it can also have an essentially non-stepped circumferential profile in order to achieve a stepless locking of the vehicle door of a lock at a large number of opening angles. The fact that the brake member is generally in engagement with the outer circumferential surface of the locking segment over the entire course of the opening movement of the door results in an escape space for the locking segment only has to approximate the angles of the segment. The delimitation of the locking segment which is at the front in the direction of movement strikes against a stop surface of the opening, so that not only the locking device is integrated into the hinge half, but also the end stop.

It is advantageously provided that the outer circumferential surface of the locking segment has several holding positions, for example in the form of grooves, and that the holding positions are also provided radially further outward from the circumference of the locking sleeve outside of the locking segment. This ensures, among other things, that the spring acting on the braking member is not completely relieved when it penetrates a groove in the outer circumference.

It is possible to line the stop surface with metal to prevent wear. The reinforcement of the stop surfaces in the area of the opening in which the angle segment is received can be done by folding down a sheet metal section of the legs of the bending part, but a metal clip is expediently used which connects the two stop surfaces via a base that covers the segment. If the insert is manufactured as an injection-molded part, this can also already be injected into the insert. The base covers the segment so that the hinge pin with the attached sleeve can be pushed into the opening of the hinge half from below without the parts colliding.

The locking sleeve on which the locking segment is arranged is expediently made of metal such as steel, so that there is high wear resistance. Alternatively, it can also be a sintered part made of ceramic, the shape of which is possible close to the end contour.

The locking segment preferably has a central, continuous bore which enables a connection to the hinge pin. For this purpose, the cylindrical inner circumference of the bore is expediently with a Knurling equipped, which enables the sleeve to be pressed onto a section of the hinge pin so that they are connected to one another in a rotationally fixed manner. Correspondingly, when the hinge pin is rotated, the angular segment is rotated along the braking member, and a corresponding braking force is generated due to the prestressing of the braking member.

The insert preferably has an expediently continuous opening penetrated by the hinge pin, which makes it possible to insert the locking sleeve with the protruding locking segment axially, so that the hinge pin does not have to be divided in the area of the sleeve.

The opening preferably has a first section and a second section in a plane normal to the hinge axis, the circumference of the opening in the first section being closer to the hinge axis than in the second section. The opening has a first section with a small radius, in which the locking sleeve is encircled, and a second section with a larger radius than the first section, in which the angular segment is arranged pivotably over an angle. The first section has a smaller diameter than the second section, the second section essentially facing the stop plane of the hinge half on the door frame. This reduces the distance between the stop plane of the hinge half on a door arrangement part and the distal end of the hinge half, in which the hinge pin runs and which is also referred to as the head roller, and corresponds to less installation space required.

The second section of the opening is preferably dimensioned such that the locking segment is always in engagement with the brake member regardless of an opening angle of the two hinge halves, thus preventing the two parts of the locking device from spinning and thus disengaging. The step between the first section and the second section of the opening can advantageously limit the pivoting angle of the locking segment.

A guide channel is expediently provided in the insert, in which the braking member is axially displaceable and guided, the guide channel connecting the second section of the opening to an end face of the insert facing away from the first section. The axes of the guide channel and the opening are expediently arranged perpendicular to one another in order to enable the braking member to be adjusted radially. Alternatively, however, it is also possible for the guide channel to be designed as a blind hole, against the closed end of which the spring element, which pretensions the braking element, is supported.

According to a preferred development it is provided that a support for the end of the spring member facing away from the brake member is adjustable in its axial position in the insert in order to set the preload of the spring member and thus the braking torque achieved between the brake member and the outer circumferential surface of the locking segment. The support can be adjusted in various ways, for example by providing intermediate pieces or a threaded connection, but preferably the support has an extension facing away from the spring member, which can be adjustably fixed in an opening in the support structure in order to adjust the preload of the spring . It is possible to fix the extension in the set position against the support structure, but preferably the extension is also designed as a fastening means for the hinge part on the motor vehicle door or the door frame, so that the setting of the preload of the spring force is fixed with the connection of the hinge part to the corresponding door assembly part, motor vehicle door or door frame. The attachment to the door arrangement part can be done, for example, by riveting one end of the extension, whereby the extension is prevented from further twisting and thus from changing the pretension of the spring member. Another fastening option is to fix a threaded end of the extension with a nut or a locked nut arrangement.

According to a preferred aspect, part of the locking device is at the same time a fastening means for the hinge half on the motor vehicle door or door frame. According to another preferred aspect, an axis of an opening for a fastening means of the one hinge half spans a plane in space with an axis of the hinge pin.

The provision of a fastening means, which runs in the extension of the guide channel or the braking member and thus has no lateral offset and thus no moment relative to the acting load or the shortest connecting line between the hinge axis and the fastening plane, makes it possible to make the support structure somewhat less massive and thus with train less weight.

It is also possible to design the area in which the extension or the fastening means is connected to the supporting structure with a somewhat greater thickness, for example by means of a passage that thickened the mass of the base of the supporting structure in the area of its opening, which is made correspondingly more stable. The passage here has a diameter that is smaller than the diameter of the guide channel, but is preferably adapted to the diameter of the guide channel, so that when the insert is pushed in, the insert is additionally fixed to the support structure in an additional positive manner. The extension, which is also designed as a fastening means and which penetrates the base of the support structure, also fixes the insert on the support structure. It is possible, through the adjustability of the support, to provide increased or decreased braking torques for the hinge in a position that is particularly advantageous for dip painting. Here, the hinge can be temporarily fixed to the door frame with the aid of the fastening means.

The fastening means preferably penetrates an opening in one hinge half, and the opening is in alignment with a guide channel which accommodates at least part of the locking device.

If the support structure is designed as a bent sheet metal part, the eye is preferably provided in the leg of the bent sheet metal part. For this purpose, the eye is lined with a bushing that ensures that the hinge pin can rotate in the hinge half. If the bent sheet metal part has two legs, the hinge pin is expediently rotatably mounted in one eye of each of the two legs with a corresponding collar bushing. The limb or limbs at the same time advantageously delimit the opening, which is designed as a continuous opening in the insert, axially, so that the receptacle for the locking device is advantageously encapsulated against the ingress of contaminants. The hinge pin is expediently riveted on a side of the leg that faces away from the other hinge half, and this can be done directly on the collar part of the bushing designed as a collar bushing. As a result, the insert and the support structure are advantageously clamped axially, so that the penetration of contaminants on the mutually facing surfaces of the legs and the insert is effectively avoided. Should this seal not be sufficient, for example to avoid the penetration of liquids, a sealing tape can be inserted between the named parts, which alternatively can also be vulcanized onto one of the surfaces of the support structure and insert.

An alternative locking device comprises a locking ring which is non-rotatably connected to the hinge pin and rotates with it, and a concentric cam ring which is biased by a spring against the locking ring, which have mutually facing axial surfaces and which generate a braking force when rotated together. The spring can be supported directly or indirectly against the insert or support frame.

The vehicle hinge is expediently designed as a single-joint hinge in which one hinge half can be fixed to a first door arrangement part and the other hinge half can be fixed to the other door arrangement part. For this purpose, a double-cone-shaped hinge half can be used in the other hinge half that is not equipped with the locking device An opening can be provided into which a conical section of the hinge pin can be inserted from one side and a screw bolt having a conical area can be inserted from the other side, so that the hinge as a whole can be lifted out. Alternatively, a hexagonal recess is provided in the other half of the hinge, into which a hexagonal section of the hinge pin with a central threaded hole for receiving a screw bolt can be inserted. The other hinge provided with the double cone or the hexagonal recess can also have a support structure and an insert, for example in which the support structure provides the two conical surfaces and is also formed as a bent sheet metal part, while the insert fills the support structure and thus prevents this bends under the load. Under certain circumstances, the same insert or a comparable insert can be provided as for the hinge half with the locking device, but in which no locking device is provided. It is also possible to provide a locking device in both hinge halves, for example if larger opening angles than the usual approx. 80 degrees are desired, or to provide a preferred holding position for the dip painting with the additional locking device, which is no longer required during later driving.

Alternatively, it is also possible to design the motor vehicle hinge as a multi-joint hinge, in particular a four-joint hinge, in which the actual hinge halves that are attached to the door assembly parts are connected to one another via two links. Then the handlebar drives the hinge pin, which can be fixed in one of the hinge halves on the locking device in preferred holding positions. Such four-bar hinges are used, for example, in engine hoods and tailgates. According to the invention, a method for producing a previously described motor vehicle hinge according to the invention is specified, one hinge half having a support structure and an insert, with the steps (S1) arranging a locking sleeve of a locking device in an opening of the insert; (S2) Slide the insert together with the locking sleeve into the Support structure, whereby the locking sleeve can no longer exit from the opening; and (S3) penetrating the locking sleeve and the support structure with a hinge pin.

The other components of the locking device are preferably also inserted into the insert before the insertion step (S2). The central bore of the locking sleeve, which may be circumferentially spaced from the opening, is preferably positioned so that it is aligned with the eyes of the support structure, so that the hinge pin can be inserted in one stroke and riveted at its end. Since the locking sleeve is pressed onto a section of the hinge pin, either a positioning aid through the eye of the support structure can keep the locking sleeve centered and act upon it; however, an auxiliary mandrel is preferred to fix one eye and the central bore of the locking sleeve mutually, the force acting on the locking sleeve for pressing in the hinge pin is transferred indirectly to the support structure, and when the hinge pin penetrates the mandrel is ejected or pulled out.

Further advantages, properties and developments of the invention emerge from the dependent claims and from the following description of preferred exemplary embodiments.

Fig. 1

zeigt eine Explosionsdarstellung einer ersten Scharnierhälfte eines bevorzugten Ausführungsbeispiels eines erfindungsgemäßen Kraftfahrzeugscharniers.

Fig. 2

zeigt eine perspektivische Ansicht der Scharnierhälfte gemäß Fig. 1.

Fig. 3

zeigt eine Ansicht von oben auf die Scharnierhälfte gemäß Fig. 1 und 2.

Fig. 4

zeigt eine Ansicht aus Richtung einer Befestigungsebene der Scharnierhälfte gemäß Fig. 1 bis 3.

Fig. 5

zeigt einen Querschnitt durch die Scharnierhälfte gemäß Fig. 4 entlang der Linie V-V.

Fig. 6

zeigt eine perspektivische Ansicht des der Scharnierhälfte gemäß Fig. 1 bis 5 bei weggelassenem Einsatz.

Fig. 7

zeigt eine Seitenansicht der Scharnierhälfte gemäß Fig. 6.

The invention is explained in more detail below with reference to the accompanying drawings using preferred exemplary embodiments.

Fig. 1

shows an exploded view of a first hinge half of a preferred embodiment of a motor vehicle hinge according to the invention.

Fig. 2

FIG. 11 shows a perspective view of the hinge half according to FIG Fig. 1 .

Fig. 3

FIG. 13 shows a view from above of the hinge half according to FIG Fig. 1 and 2 .

Fig. 4

FIG. 11 shows a view from the direction of a fastening plane of the hinge half according to FIG Figs. 1 to 3 .

Fig. 5

shows a cross section through the hinge half according to Fig. 4 along the line VV.

Fig. 6

FIG. 13 shows a perspective view of the hinge half according to FIG Figs. 1 to 5 if the insert is omitted.

Fig. 7

shows a side view of the hinge half according to Fig. 6 .

In Figs. 1 to 7 A hinge 1 is partially shown, which has a first hinge half 10 and a second hinge half 20, shown only schematically, the first hinge half 10 being attachable to a door frame 10a indicated by a dash-dotted line, and the second hinge half 20 to a one by a dash-dotted line indicated motor vehicle door 20a can be fastened. The two hinge halves 10, 20 are articulated to one another by a hinge pin 30 which is rotatably mounted in the first hinge half 10 and which is fixed in an opening of the second hinge half 20 in a rotationally fixed manner.

The first hinge half 10 comprises a support structure 11 designed as a U-shaped sheet metal part and an insert 12 that can be inserted into the support structure 11. The support structure 11 comprises a base 110, from which a lower leg 112 and an upper leg 114 each angled by approximately 90 degrees stick out. In the base 110, a first opening 110a is provided, which is covered by the insert 12, and a second opening 110b, which is provided adjacent to and at a distance from the insert 12. The side of the base 110 facing away from the insert 12 is placed against the contact edge of the door frame 10a, and fasteners such as screws, bolts or rivets penetrate the openings 110a, 110b, which will be explained in more detail below. The support structure 11 is overall angular, with one leg of the bracket being folded in a U-shape and pointing in the direction of extension of the base 110, and the other leg of the bracket is formed by the two legs 112, 114, cf. especially too Fig. 3 .

Of the legs 112, 114 is angled by 90 degrees and a plane perpendicular to the legs 112, 114 and perpendicular to the base 110, a stop 112a, 114a, 112b, 114b angled by 90 degrees in front of each side, which pairs form a lateral limit for the insert 12, the stops 112a, 114a on the one hand of the insert 12 and the stops 112b, 114b on the other hand of the stop, cf. especially too Fig. 2 . Between each stop 112a, 112b, 114a, 114b and the flat extension of the legs 112, 114, four curved metal sections that connect the stops 112a, 112b, 114a, 114b with the legs 112, 114 are formed, which are at an exact right angle protrude inward and thus form latching means which can engage in corresponding recesses 122 in the insert 12, which will be explained later.

The insert 12 is made of a - optionally transparent or opaque - plastic in the injection molding process as a one-piece part and has a cuboid section 120 facing the base 110 and a cantilevered section 121 facing away from the base 110, which as one-piece injection molded part are formed. An end face 120a of the cuboidal section 120 facing away from the cantilevered section 121 has a rounded transition 120r to the parallel upper and lower boundary surfaces 120b, 120c of the cuboidal section 120 and the cantilevered section 121 of the insert 12, which is connected to the radius between the base 110 and the legs 112, 114 is adapted. The lateral boundary surfaces 120d, 120e of the cuboid section 120 are spaced such that they can be inserted between the stops 112a, 114a on the one hand and 112b, 114b on the other hand, with recesses 122 in the metal sections connecting the stops with the legs 112, 114 Insert 12 are recessed, which allow the connections to snap into place and thus enable the insert 12 to be fixed in the support structure 11 in a form-fitting manner.

The protruding section 121 of the insert 12 has an opening 123 which penetrates the wide delimiting surfaces 120b, 120c and which has a first section 123a which has a radius around it has indicated hinge axis A, and a second section 123b with a radius that is approx. 40-60% larger than that of the first section 123a, the first section having a slightly more than 180 degrees and the second section 123b having a slightly less than 180 degree opening angle, as from the cut representation according to Fig. 5 clearly visible. A cylindrical guide channel 124 connects the end face 120a and the second section 123b of the opening 123, the guide channel 124 having a diameter which is more than half the distance between the wide boundary surfaces 120b, 120c.

A locking arrangement 40 is wholly or at least predominantly accommodated in the insert 12. The locking arrangement 40 comprises a locking sleeve 41 with a central bore 41a and a locking segment 410 which protrudes radially over the remaining circumference 41b of the locking sleeve 41 in the manner of an angular segment. The locking sleeve 41 is made of steel and has knurling in the area of its central bore 41a, which allows it to be pressed onto a section 30a of the hinge pin 30. Here, the outer circumferential surface 41b is received in the first section 123a with a radial gap, while the locking segment 410 is received in the second section 123b with a radial gap.

The two legs 411, 412 of the locking segment 410 limit the pivotability of the locking sleeve 41 in the opening 123 when they strike against the planes or steps 123c, 123d directed approximately towards the hinge axis at the transition from the larger section 123b to the smaller section 123a. Facing away from the axis A, four vertical grooves 413a are embedded in the circumferential surface 413 pointing radially outward from the axis A, which allow a preferred latching position of the braking member 42 of the locking device 40 and thus set preferred opening angles of the vehicle door 20a connected to the hinge 1.

The locking arrangement 40 further comprises a braking member 42, which is supported by a spring member 44 supported against a support 43 in the direction of the Opening 123 is biased in the guide channel 124, which parts 43, 44 are also accommodated in the guide channel of the insert 12. For sealing purposes, radial O-rings 42a and 43a made of plastic are arranged in corresponding grooves 42b of the brake member 42 and 43b of the support 43 on the brake member 42 and on the support 43, respectively. The braking member 42 has a centering pin 42c facing away from the opening 123, which passes through a washer 42d and penetrates the central cavity of the spring member 44 designed as a helical spring. The spring member 44 is supported against a front plate of the support 43 and biases the braking member 42 in the direction of the opening 123 within the guide channel 124. In a face of the braking member 42 facing the opening 123, a steel roller 42e is inserted in a corresponding groove of the face facing the opening 123, which is adapted to the width of the groove 413a of the locking segment 410 and cooperates with it and is a preferred one The open position of the hinge 1 is defined. In order to achieve a better adaptation to the outer contour of the detent segment 410, the end face of the braking member 42 facing the locking segment 410 is folded in in a V-shape along the vertically running groove for receiving the detent roller 42e, with the groove as the deepest line, as best in FIG Fig. 1 to see. The braking member 42, the spring 44 and the support 43 are each formed from steel.

In the legs 112, 114 aligned holes 116, 117 are provided, the hole 116 in the leg 112 having a slightly larger diameter than the hole 117 in the upper leg 114. The bores 116, 117 are each through a collar bushing 116a, 117a, the collar being arranged on the side of the leg 112, 114 facing away from the other leg. The inside diameter of the collar bushings 116a, 117a is matched to sections 30b, 30c of the hinge pin 30 and allows the hinge pin 30 to be rotated about the axis A. One recognizes in Fig. 1 that the hinge pin 30, adjacent to the section 30b, has a collar which then faces the outwardly facing side of the leg 112, wherein the collar of the collar bushing 116a facilitates or permits the mutual pivoting of the two surfaces.

On the side of the support 43 facing away from the braking member 42, the latter has an extension 43c which at least in sections has an external thread and which can be guided through the bore 110a. In this case, the extension 43c projects largely beyond the contact plane of the base 110 with the door arrangement part 10a and is thus at the same time a connecting means with the door frame 10a. The extension 43c can be fixed in the bore 110a along the threaded section in order to set the pretensioning force of the spring member 44 on the braking member 42. Another fastening means 50 penetrates the other bore 110b. The ends of the fastening means 43c, 50 each have a rivet head which can be fixed by riveting to the door frame 10a on its side facing away from the hinge half 10, whereby the setting of the support 43 is also fixed. It can be seen that the support 43, which penetrates the guide channel 124 of the insert 12 and which is fixed to the base 110 via the extension 43c, also fixes the insert 12 and the support structure 11 together, cf. also Fig. 5 and 7th . One recognizes, for example, from Fig. 4 that the fastening means formed by the extension 43c stands normally on the hinge axis A, so that there is no lateral offset between the plane of the hinge axis which is normal on the basis and the plane of the fastening means 43c which is normal on the basis.

The assembly of the hinge half 10 now takes place as follows:
First, the locking sleeve 41 is arranged in the bore 123, furthermore the braking member 42 in the guide channel 124 together with the spring 44 and the support 43. Alternatively, the support 43 is fixed on the base 110 via the extension 43c in such a way that it is only slightly above the inside of the base 110 protrudes. The collar bushings 116a, 117a are inserted into the eyes 116, 117. The insert 12 equipped with the corresponding parts is then inserted into the receiving space of the support structure 11, which is delimited by the legs and the base, in the final phase of the insertion movement the threaded section of the support 43 is screwed tight in the opening 110a and / or the support 43 comes into contact with the spring member 44 and a pretensioning of the braking member 42 effects in the direction of the outer peripheral surface 413 of the locking segment 410 of the locking sleeve 41 - then the metal sections snap into place the recesses 122 of the insert 12 and fix the insert 12 in a form-fitting manner on the support structure 11, from which the insert 12 can no longer easily slide out.

The hinge pin 30 is then passed from below through the eye 116 equipped with the collar bushing 116a, the bore 41a of the locking sleeve 41 and the eye 117 equipped with the collar bushing 117a and the protruding riveting section 30d is riveted onto the collar bushing 117a. For this purpose, the locking sleeve 41 can be held in alignment with the eyes 116, 117 and in an angular position aligned with respect to the hexagon 30a using tools.

With a tool that engages a hexagon 30e of the hinge pin 30, the hinge pin 30 with attached sleeve 41 is brought into an angular position which corresponds to the opening angle at which the second hinge half 20 is attached to the hexagon 30e. The hinge pin 30 is then rotated about the hinge axis A by the pivoting movement of the second hinge half 20.

The hinge 1 then functions like a known hinge with an integrated door locking function with reduced weight and dimensions.

The invention has been explained above on the basis of an exemplary embodiment which is designed as a detachable door hinge for a side motor vehicle door. It goes without saying that other motor vehicle doors or flaps can also be equipped in a comparable manner with a corresponding locking device.

The invention is explained above using an exemplary embodiment been, in which the vehicle door is locked in place; it goes without saying that a non-locking, stepless fixing of the vehicle door can also be achieved with a correspondingly designed fixing sleeve.

The invention has been explained above on the basis of an exemplary embodiment in which the locking is achieved by radial advancement of the brake member onto the locking sleeve. It goes without saying that axial advancement of a correspondingly designed brake member against a correspondingly shaped end face of the locking sleeve is also possible.

The invention has been explained above on the basis of an exemplary embodiment in which the hinge part 10 is connected to the door frame 10a with the locking device 40; it goes without saying that the hinge part with the locking device can also be connected to the door.

The invention has been explained above using an exemplary embodiment in which the hinge part 10 has a U-shaped support structure 11 with two legs 112, 114. It goes without saying that an L-shaped support structure with only one leg 112 is also possible if, for example, the opening 123 is not continuous, or a cover delimits the end face of the opening facing away from the leg 112.

Claims (14)

1. A motor vehicle hinge comprising

   a first hinge half (10) that can be fastened to one of a motor vehicle door (20a) and a door frame (10a),

   a second hinge half (20) that can be fastened to the other of the motor vehicle door (20a) and the door frame (10a), and

   a hinge pin (30) which connects the two hinge halves (10, 20) in an articulated manner,

   wherein at least one (10) of the two hinge halves (10, 20) has a supporting structure (11) and an insert (12),
   wherein the supporting structure (11) and the insert (12) are fixed in respect of one another in a form-fitted manner,
   wherein the supporting structure (11) is formed as an L-shaped or U-shaped bent part made of sheet metal and has a base (110) and at least one leg (112, 114) which is perpendicular to the base (110), and wherein the insert (12) can be introduced into the supporting structure (11) in a direction toward the base (110) of said supporting structure (11), wherein the hinge pin (30) is mounted on at least one eye (116, 117) of the supporting structure (11),
   characterized in
   that the supporting structure (11) has an indexing means which penetrates a recess (122) of the insert (12) and clips the insert (12) to the supporting structure (11).
2. The motor vehicle hinge as claimed in claim 1, characterized in that the supporting structure (11) is configured as a metal part, and that the insert (12) is formed as a plastics part.
3. The motor vehicle hinge as claimed in one of the preceding claims, characterized in that the at least one leg (112, 114) is pierced by the hinge pin (30), that the base (110) has at least one through-hole (110a, 110b) for fastening to the motor vehicle door (20a) or door frame (10a), and that the insert (12) is configured as one piece.
4. The motor vehicle hinge as claimed in one of claims 1 to 3, characterized in that the at least one (10) of the two hinge halves (10, 20) comprises a locking device (40) which releasably fixes the two hinge halves (10, 20) in at least certain pivoting angles in respect of one another, and that the locking device (40) acts in the insert (12).
5. The motor vehicle hinge as claimed in claim 4, characterized in that the locking device (40) has a locking sleeve (41) assigned to the hinge pin (30), which locking sleeve has a locking segment (410) projecting radially in respect of the remaining circumference (41b) of the locking sleeve (41) in the manner of an angular segment, that the locking device (40) has a brake member (42) interacting with the locking segment (410), that the brake member (42) is preloaded radially against an outer circumferential surface (413) of the locking segment (410) by a spring member (44), and that the outer circumferential surface (413) extends over an angle range which corresponds to an opening angle of the motor vehicle door (20a).
6. The motor vehicle hinge as claimed in claim 5, characterized in that the locking sleeve (41) has a central bore (41a) which allows an attachment to the hinge pin (30), and that when the hinge pin (30) turns, the locking segment (410) is rotated along the brake member (42), that the insert (12) has a continuous opening (123) through which the hinge pin (30) passes at least partially, having a first section (123a) with a small radius in which the locking sleeve (41) is enclosed circumferentially, and a second section (123b) with a larger radius, in which the locking segment (410) can be pivoted over an angle, that the insert (12) has a locating channel (124) in which the brake member (42) is axially guided, and that the locating channel (124) connects the second section (123b) of the opening (123) to a front side (120a) of the insert (12) facing away from the first section (123a) of the opening (123).
7. The motor vehicle hinge as claimed in claim 5 or 6, characterized in that a support (43) for the end of the spring member (44) facing away from the brake member (42) is adjustable in its axial position in the insert (12) and can be fixed via a prolongation (43c) facing away from the spring member (44) to a through-hole (110a) of the supporting structure (11).
8. The motor vehicle hinge as claimed in one of claim 5 to 7, characterized in that the outer circumferential surface (413) of the locking segment (410) exhibits a plurality of holding positions (413a), and that the holding positions (413a) are likewise provided radially further outwards beyond the locking segment (410) in respect of the circumference (41b) of the locking sleeve (41).
9. The motor vehicle hinge as claimed in one of the claims 5 to 8, characterized in that an opening (123) is provided in the one hinge half (10), in which a section of the hinge pin (30) and the locking sleeve (41) can be introduced, and that the opening (123) has in a plane perpendicular to the hinge axis (A) a first section (123a) and a second section (123b), wherein the circumference of the opening (123) in the first section (123a) is provided closer to the hinge axis (A) than in the second section (123b).
10. The motor vehicle hinge as claimed in one of the claims 4 to 9, characterized in that a part (43) of the locking device (40) is as well a fastening means (43c) for the hinge half (10) to the motor vehicle door (20a) or door frame (10a)
11. The motor vehicle hinge as claimed in one of the preceding claims, characterized in that the eye (116, 117) is lined with a bushing (116a; 117a), and that the supporting structure (11) axially delimits a continuous opening (123) provided in the insert (12).
12. The motor vehicle hinge as claimed in one of claims 6, 9 or 11, characterized in that the opening (123) is at least partially closed at least at one end by a part (112, 114) of the hinge half (10).
13. The motor vehicle hinge as claimed in one of the preceding claims, characterized in that it is designed as a single-pivot hinge (1).
14. A method for producing a motor vehicle hinge as claimed in one of the preceding claims, wherein the one hinge half (10) comprises a supporting structure (11) and an insert (12), comprising the steps

    arranging of a locking sleeve (41) of a locking device (40) in an opening (123) of an insert (12);

    introducing the insert (12) along with the locking sleeve (41) into a supporting structure (11), as a result of which the locking sleeve (41) can no longer escape from the opening (123); and

    passing a hinge pin (30) through the locking sleeve (41) and the supporting structure (11).

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