GB2573504A

GB2573504A - A vehicle sliding door

Info

Publication number: GB2573504A
Application number: GB1805423.9A
Authority: GB
Inventors: Chacksfield Simon
Original assignee: SG Technical Systems Ltd
Current assignee: SG Technical Systems Ltd
Priority date: 2018-03-19
Filing date: 2018-04-03
Publication date: 2019-11-13
Anticipated expiration: 2038-04-03
Also published as: GB201804335D0; GB2573504B; GB2572145A; GB201805423D0; GB2572145B

Abstract

Vehicle sliding door assembly comprising a door panel (10, fig.3) having a runner (18) with a slide arm 32 proximate to a middle thereof to slidably engage a guide channel (30, fig.6) located on a vehicle body. The runner can slide along a track (40), curved (42) at one end by guide plate (44). The slide arm is pivotally secured to the door, having first and second vertical-axis guide rollers 50, 52, a horizontal-axis load-bearing member 38 formed with a curved longitudinal surface and flat lateral end surfaces, and also a vertical-axis pivot roller 56 located above the first guide roller to engage with and be guided around the guide channel. The slide arm pivots about the vehicle body when the pivot roller is guided around the track curve such that the slide arm is perpendicular to a length of the runner, projecting the door outwardly from the vehicle side (see fig.8). The load-bearing member may be dome shaped and located on a distal end surface of the arm. Rotation of the slide arm may change movement of the load-bearing member from rotating to skidding along the track during sliding of the door.

Description

Field of invention

The present invention relates to a vehicle sliding door.

Background to the invention

Within the last twenty years it has become the norm to fit most panel vans, and more recently cars, with flush fitting sliding doors. Such sliding door assemblies provide a large opening to enter or exit the vehicle whilst maintaining a minimal external projection from the vehicle, when open. This is particularly advantageous for emergency vehicles such as ambulances.

Furthermore, when closed, the doors are flush with the vehicle side and so tend not to detrimentally affect the vehicle aerodynamics and fuel consumption, nor detract from the vehicle aesthetics.

Most modern panel vans have sliding side doors as a standard. However, specialist vehicles, such as box body vehicles (for example “Luton type” vans in which the rear box body section is manufactured and fitted to the base vehicle as an aftermarket addition) typically have either hinged doors or swing plug doors. Those that have sliding doors, use mechanisms which require external sliding doors that slide over the outside of the vehicle body or internal sliding doors that are inset and slide behind the inside of the vehicle body.

Hinged doors and swing plug doors suffer from several disadvantages. Both types of door swing through an arc when being opened and closed which often causes damage by striking street furniture. Hinged doors and, to a lesser extent, swing plug doors can also be blown open or closed, sometimes violently, in windy conditions.

Swing plug doors have a door shaft on which they pivot which has upper and lower swing arms that take up internal space when the door is closed.

External and internal sliding doors also suffer from several disadvantages. Both external and internal sliding doors tend to have poor aesthetics and, as the side of the vehicle is not smooth and flush, can be detrimental to the vehicle’s aerodynamics.

External sliding doors increase the overall width of the vehicle which can lead to the body of the vehicle being narrower than normal to meet regulations concerning maximum vehicle width. Internal sliding doors take up valuable internal space.

The problems associated with internal and external sliding doors can be largely overcome with flush fitting sliding door mechanisms. Flush fitting sliding doors fit flush when closed.

During opening, the rear edge is directed outwardly from the side of the vehicle, and the forwards edge of the door progressively moves out from the vehicle side such that the entire door panel is moved clear of the outer surface of the vehicle body side. This outwards movement of the forwards edge typically takes place over the first 30% of the rearward movement of the door. The rear and forward edges of the door are directed inwardly such that the door panel sits flush once again when closed. The two-movements overlap and combine to provide smooth movement of the door out from the vehicle side and then back.

The majority of sliding doors of this type have three runners. A lower runner is provided on the forwards edge of the door, an upper runner is provided on the forwards edge of the door and a middle runner is provided in the middle of the rear edge of the door.

The upper and lower runners on the forwards edge normally follow tracks that curve out from the vehicle (as the door opens) and then run approximately parallel to the vehicle side. The middle runner also curves out from the vehicle side and then runs parallel to the side but has to curve out very quickly to move the rear edge of the door out of the body aperture.

The initial movement of the rear edge of the door must be to move the door out of the vehicle side and then to the rear. A typical mechanism to allow this to happen is shown in figures 1 and 2.

The typical arrangement on a panel van is a “J shaped” track 1 within which moves a sliding arm 2 with two vertical axis guide rollers 3 and one horizontal axis load bearing roller 4.

The two guide rollers define the movement of the arm and the load bearing roller carries the door weight. In the example provided in the figures, the “J curve” of the track is approximately 90 degrees. On panel vans the angle tends to be between 45 degrees 60 degrees.

This system works well but as the rear mid-guide track wraps round into the vehicle, through the side of the door frame, the door weather seal has to be located internally at the end of the guide track.

The vehicle body of panel vans needs to have a thickness of between 100mm and 150mm at this point to provide sufficient internal depth for the guide track and the sealing rubber and to allow sufficient depth for the J-channel without having an overly tight radius on the foot of the J-channel.

The door panel itself also had to be equally thick in this area to interface with the sealing rubber such that the door is fully sealed when closed.

Consequently, the design of the body side and sliding door on panel vans tends to be complex, and for cost effective manufacturing, they need to be made and sold in high volume. The design is not viable for lower volume door manufacture, such as that required for vehicle conversions, which are typically made in batches of 10 to 100.

A body-side thickness of 100mm to 150mm is also undesirable in special purpose vehicles such as, for example, ambulances which require equipment, lockers and folding seats for example to be fitted along the internal walls of the vehicle.

The present invention seeks to provide a flush sliding door and mechanism that does not suffer the disadvantage of current sliding door mechanism and which can be installed on vehicles that have no original sliding door equipment or on vehicles where internal or external doors cannot be used (typically “box body” vehicles).

Statement of invention

According to a first aspect, there is provided a vehicle sliding door assembly comprising:

a slidable door panel having a runner approximate to middle thereof to slidably engage with a guide channel located on the body of the vehicle;

the guide channel providing a track within which the runner can slide; the track having at one end a curved section including a guide plate; a slide arm pivotally secured to the vehicle body;

the slide arm having first and second horizontal axis guide rollers and a vertical axis load bearing member;

the slide arm further having a horizontal axis pivot roller located above the first guide roller to engage with and be guided around the curve of the guide channel by the guide plate;

the slide arm being pivotal about the vehicle body when the pivot roller is guided around the curve of the track to a position whereby the slide arm is perpendicular to the lateral movement of the runner thereby to project the door outwardly from the side of the vehicle.

Preferably the load bearing member takes the form of a generally cylindrical block having a curved longitudinal surface and a flat end face.

Brief description of the drawings

One embodiment of the invention will now be described by way of example only, with reference to the accompanying figures in which:

Figures 1 and 2 show exploded cross-sectional views of conventional vehicle sliding door mechanisms of the prior art;

Figure 3 illustrates an internal view of a vehicle sliding door constructed in accordance with a first embodiment of the invention with the door in a closed position;

Figure 4 shows the sliding door of the figure 3 in an open position;

Figure 5 is an external view of the sliding door of figure 3;

Figure 6 shows a detailed view of the sliding mechanism of a sliding door assembly constructed in accordance with the invention;

Figure 7 shows the slide arm assembly of the sliding mechanism of figure 6;

Figure 8 is a side cross-section view showing the sliding door mechanism of figure 7;

Figure 9 is shows an alternative slide arm assembly of a sliding mechanism constructed in accordance with a second embodiment of the invention;

Figure 10 is a detailed view of the mid-runner and frame of the sliding door assembly;

Figure 11 is a further detailed view of the mid-runner and frame of figure 0;

Figure 12 is the view of figure 10 with the door edge trim removed to show further detail;

Figure 13 shows the lower section of the sliding door of figure 3;

Figure 14 is a detailed view showing the runner on the door of figure 11; and

Figure 15 is an exploded view showing the carriage of the door of figures 13 and 134

Detailed description of preferred embodiments

Figures 3 and 4 illustrate internal views vehicle sliding door and mechanism constructed in accordance with an embodiment of the invention, in a closed and open positions respectively.

Similar to standard conventional sliding door arrangements, the sliding door mechanism of the present invention comprises a door panel 10 supported within an apertured frame 12 having an upper runner 14 located on the upper part of the forwards edge of the door 10 and a lower runner 16 located on the lower part of the forwards edge of the door 10.

A single rear mid-runner 18 is also provided in the approximate middle part of the rear edge of the door 10 engage in and are slidable along corresponding tracks in the vehicle frame. The tracks have curved sections which cause the door 10 to move outwardly from the vehicle as the door opens and then runs parallel to the side of the vehicle.

The mid-runner 18 also follows a curve outwardly from the side of the vehicle before running parallel to the side of the vehicle. The mid-runner 18 curve follows a sharper angle such that the door moves of out and away from the vehicle body aperture 20.

The internal surface of the door 10 includes first and second handles 22A, 22B to allow a person to pull the door open or closed. The handles 22 are located at either end of the door 10. One handle 22A is orientated horizontally and the other handle 22B is orientated vertically to provide different grip options.

First and second internal handles 24A, 24B are also provided, one either side of the door panel 10, and are also orientated vertically and horizontally to coincide with the neighbouring handle 22. The inner handles 24 release upper and lower latches 26A, 26B to open the door 10.

Figure 5 shows an external view of the sliding door assembly. The outside surface of the door panel 10 includes a recessed handle 28 to release the latches 26 and open the door from the outside of the vehicle.

As will be described in further detail, a guide channel 30 that includes the track for the mid-runner 18, ends at the edge of the apertured frame 12.

Figure 6 shows a detailed view of the sliding mechanism, focussing on the guide channel 30.

The guide channel 30, which engages with the mid-runner 18, is recessed into the side body of the vehicle.

In an alternative arrangement the guide runner is secured to the outside surface of the vehicle. A slide arm 32 is secured to the vehicle body by a support bracket 34 and extends into the guide channel 30. The slide arm 32 is pivotal about the vehicle body by a pivot pin 36 located within the support bracket 34.

The distal end of the slide arm 32 is provided with a horizontal axis load bearing roller 38.

In a similar manner to the conventional mechanism previously described, the guide channel 30 includes a J-shaped track 40.

To minimise any internal projection of the door system in the area of the mid runner 18 the radius of the foot section 42 of the “J” is kept to as small as possible.

The foot section 42 of the track 40 includes a guide plate 44 extending over top of the track 40 over the curved foot section 42. The guide plate 44 extends partly into the top of track 40.

Figure 7 shows the slide arm 32 of the assembly. The distal surface of the slide arm 32 has a horizontal axis load bearing roller 38. The roller 38 comprises a dome shaped body 46 located on stem 48 that extends from the end surface of the slide arm 32.

First and second vertical axis guide rollers 50, 52 are located at either end of a guide arm 54 extending perpendicularly from the slide arm 32. The slide arm 32 and guide arm 54 are located within the track 40 and are slidable along the track 40 as the vehicle door 10 is opened or closed.

As can be best seen in figure 7, a vertical axis pivot roller 56 is located directly above the first (forward) guide roller 50. The pivot roller 56 is slightly smaller in diameter to the guide rollers 50, 52 and is orientated in vertical alignment with the first guide roller 50. The pivot roller 56 is located at one end a stem 58 to provide a slight gap between the pivot roller 56 and the guide roller 50.

As also can be seen in figures 7, the load bearing roller 38 sits directly under the second (rear) guide roller 52 with the guide arm 54 extending between the two rollers 38, 52. The centre lines the load bearing roller 38 and the second guide roller 52 are in-line (as shown by the line A in the figures).

The raised position of the pivot roller 56 means that only the pivot roller 56 is engages with the guide plate 44. The first and second guide rollers 50, 52 pass under the guide plate 44 without engaging with it. However, whilst the second (rear) guide roller 52 maintains a straight trajectory, the first (forward) guide roller 50 is directed around the curved foot section 42 of the track 40 in a direction perpendicular to the longitudinal axis of the guide channel 30 by virtue of the pivot roller 56 being directed around the curve by the guide plate 44 (due to its raised height) so that the pivot roller 56 and first guide roller 50 end up in the position shown in figure 6 (at the end of the foot of the track 40).

Movement of the pivot roller 56 (and first guide roller 50) around the curve causes the slide arm 32 to rotate 90 degrees about the pivot pin 36 to move the door 10 outwardly from the side of the vehicle. The rotational movement takes place during approximately the final 80 mm length of the lateral movement of the slide arm 32. The end movement produces a very compact rear midrunner system with minimal projection into the vehicle.

The internal projection, measured from the outside surface of the body side of the vehicle is around 75 to 85 mm with a width of approximately 70 to 80 mm. Taking into account a vehicle body having a thickness of around 40 mm as standard, the overall internal projection of the sliding door system is only around 35 to 45 mm.

Figure 8 is a side cross-section view showing the sliding door mechanism when the slide arm 32 is pivoted 90 degrees.

As the pivot roller 56 engages the guide plate 44 and the slide arm 32 rotates, the horizontal axis of the load bearing roller 38 moves from being perpendicular to the lateral movement of the slide arm 32, to being parallel to it. As the slide arm 32 continues to rotate and the axis of load bearing roller 38 is no longer perpendicular to the lateral movement, movement of the load bearing roller 38 becomes a combination of rolling and skidding.

When the door 10 is fully closed the slide arm 32 sits parallel to, and flush with, the guide channel 30. In this position the axis of the load bearing roller 38 is orientated 90 degrees to the lateral movement of the door 10.

The load bearing roller 38 must be able to skid across the surface of the guide channel 30. To allow this to happen the roller 38 is made from polymer material which is preferably self-lubricating. Such a material provides resistance to wear and would not damage the guide channel 30 surface.

In the orientation of figure 8, the load bearing roller 38 makes contact with the back (inner face 60) of the guide channel 30. The weight of the door 10 generates a moment load that causes the load bearing roller 38 to press against the back of the guide channel 30. The load bearing roller 38 also receives a vertical load caused by the weight of the door 10.

To enable the load bearing roller 38 to rotate 90 degrees without the jamming inside the guide channel 30, the vertical centreline of the load bearing roller 38 is in-line with the axis of the of the second (rear) guide roller 52. The “inboard” end of the load bearing roller 38 is radiused such that the main body 46 of the roller 38 is dome shaped. This allows the end of the roller 38 to remain in contact with the back of the guide channel 30 whilst the slide arm 32 rotates.

The direction of the reaction load on the guide rollers 50, 52 is shown by arrow B in the figure. The vertical load on the load bearing roller 38, caused by the weight of the door 10 is shown by the arrow C in the figure.

Figure 9 illustrates an alternative slide arm mechanism. This mechanism fits within the same overall system as described and interacts with the same components as described. The difference with this mechanism is the use of a shaped block 80 in place of the load bearing roller 38. The block 80 is generally cylindrical with a curved longitudinal surface 82. The end (lateral) surfaces 84, 86 are flat.

The bottom surface 84 of the block 80 engages with the bottom surface of the guide channel 30 of the mid-runner 18 when the arm is in sliding engagement. The fact that the surface 84 is flat provides a larger surface area of contact with guide channel 30 during sliding. Consequently, any wear to the block 80 is reduced, and would be less than use of a domed roller 38 for the same purpose.

As previously mentioned, and shown in figures 10 to 12, the guide plate 44 and guide channel 30 that form the track 40 for the rear mid runner 18, end at the edge of the apertured frame 12. A weather-proof balloon seal 62 for the door panel extends down the inner flange of the aperture frame 12 in one continuous strip. The seal 62 does not need to route round the end of the guide channel 30, as is the case on conventional panel van doors. The seal system described does not require the door panel 10 to extend inboard of the guide track 30 thereby minimising the internal projection of the sliding door mechanism.

The lower section of the vehicle sliding door mechanism is shown in figures 13 to 15.

The lower runner 16 includes a guide track 64 that extends along the length of the runner 16. The guide track 64 is curved at one end to provide the required movement of the door 10 towards the vehicle to become flush with the sides of the vehicle when the door 10 is closed and out from the vehicle body side when the door is opened. During opening or closing of the door 10, the lower runner 16 slides over a carriage 66 that extends into the guide track 64. The carriage 66 includes a vertical axis load bearing roller 68 located between two horizontal axis guide rollers 70. The carriage 66 is secured to the end of a bracket 72 which, in turn is secured to the internal surface of the door panel 10.

It will be appreciated that the foregoing is merely an example of an embodiment and just some examples of its use. The skilled reader will readily understand that modifications can be made thereto without departing from the true scope of the invention.

Claims

1. A vehicle sliding door assembly comprising:

a slidable door panel having a runner approximate to middle thereof to slidably engage with a guide channel is located on the body of the vehicle;

the guide channel providing a track within which the runner can slide;

the track having at one end a curved section including a guide plate;

a slide arm pivotally secured to the vehicle door;

the slide arm being pivotal about the vehicle door when the pivot roller is guided around the curve of the track to a position whereby the slide arm is perpendicular to the lateral movement of the runner thereby to project the door outwardly from the side of the vehicle; and wherein the loading bearing member is formed with a curved longitudinal surface and flat lateral end surfaces.

2. A vehicle sliding door assembly according to claim 1, wherein the guide channel is recessed into the side body of the vehicle.

3. A vehicle sliding door assembly according to claim 1 or claim 2, wherein the load bearing member is located on the distal end surface of the slide arm.

4. A vehicle sliding door assembly according to any one of claims 1 to 3, wherein the load bearing member comprises a dome shaped main body.

5. A vehicle sliding door assembly according to any one of claims 1 to 4, wherein the guide rollers are located at either end of a guide arm that extends perpendicularly from then side arm.

6. A vehicle sliding door assembly according to any one of claims 1 to 5, wherein the load bearing member is located directly beneath the second guide roller.

7. A vehicle sliding door assembly according to claim 6, wherein the centre lines of the load bearing member and the second guide roller are in alignment.

8. A vehicle sliding door assembly according to any one of claims 1 to 7,

9. A vehicle sliding door assembly according to any preceding claim, wherein the guide plate and the guide channel and at the edge of the vehicle frame.

10. A vehicle sliding door assembly according to claim 9, wherein the frame has an inner flange along which a continuous strip of a seal is provided.

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