JPS5941854Y2 - Center guide structure of automotive sliding door - Google Patents

Description

[Detailed Description of the Invention] This invention relates to a center guide structure for an automobile sliding door that reduces wear on guide rollers and prevents deterioration in the opening/closing feeling of the door.

Conventionally, sliding doors used in vehicles such as pan-type cars are
It is supported by three points: an upper guide mechanism A, a lower guide mechanism B, and a center guide mechanism C.

In general, the center guide mechanism C is configured to receive both a vertical load due to the weight of the door and a lateral load for regulating the left-right movement of the door, which causes the following problems.

2 and 3 show a conventional center guide mechanism, in which a roller support bracket 5 is oscillated by a pin 6 on an arm 2d fixed to the rear end of a sliding door 2 placed in the center of a vehicle body 1. The shaft can be freely attached to this roller support bracket 5. Rollers 7.8 rotatably pivoted to a and 8a are arranged in the front and rear.

The roller 7.8 engages with the guide rail 3 fixed to the outer panel 4b of the vehicle body, and rolls on the lower surface 3a of the guide rail 3 while receiving the vertical load of the sliding door. Tapered side surfaces 7b, 77
c and 8 b, 8 c and the upper surface 3c of the guide rail 3
The lateral load of the door is received by contact with the tapered side wall 3 d t 3 e formed on the side of the door.

In the above structure, when the sliding door 2 is operated, the two rollers 7.8 move on the lower surface 3a of the guide rail while making contact with each other as shown in FIG.

On the other hand, the tapered side surface 7b of the roller 7.8. 7c and 8
b, 8c and the tapered side wall 3 d t of the guide rail 3
3 Sliding contact occurs at contact points A and A' with e.

For now, open the door at speed ■.

Then, the circumferential speed of points F and F' is ■. and at the same time point A
The circumferential speed of tA' is also ■.

It is. However, since the direction of the circumferential velocity vector at points A and A' is the same as the door opening direction, the relative speed with the guide rail 3 is a sliding contact of 2°.

This causes uneven wear between the reroller 7 and the roller 8.

In particular, these rollers 7.8 have a small circumferential length relative to the door opening stroke, so their degree of wear increases.

Due to this uneven wear, an edge is formed at the contact portion of the roller 7.8 with the side walls 3d and 3e of the guide rail 3, and this edge bites into the guide rail as described later, which reduces the feeling when the sliding door is opened. It was something that made things worse.

In FIGS. 4 to 6, D indicates that when the sliding door 2 is opened, the tapered inner surface 8b of the rear roller 8 is connected to the guide rail 3.
The locus of point X in contact with the tapered inner wall 3d of is shown, and E
Similarly, when the door 2 is opened, the trajectory of the point Y where the tapered outer surface 7c of the front roller 7 comes into contact with the tapered outer wall 3e of the guide rail 3 is shown.

Further, in FIG. 6, E indicates the same position of the guide rail 3 as in FIG. 4, but FIG. The locus of point X' is where the tapered inner surface 7b of the rear roller 8 contacts the tapered inner wall 3d of the guide rail 3, and E is the trajectory of the point X' where the tapered outer surface 8c of the rear roller 8 contacts the tapered outer wall 3e of the guide rail 3. The locus of point Y' is shown.

The manner in which the edge of the roller bites into the guide rail will be explained based on FIGS. 4 to 6 above.

When a force is applied to the sliding door in the direction of opening, the pivot point of the support bracket 5 is shifted from the intermediate position between the two rollers, so the moment around the pin 6 is applied to the support bracket 5 (arrow G in Fig. 4). ) occurs, and the roller 7.8 rolls on the guide rail while being inclined by θ in the counterclockwise direction.

The above-mentioned inclination angle θ is determined by the groove width of the guide rail 3 and the roller pitch and ′, but when the point The component δX of the force in the perpendicular direction is larger than the component δy of the point Y in the perpendicular direction, so that δX>δy.

Therefore, the edge of the roller at point
d, and the rear roller 8
The rail side wall 3d is seriously damaged due to uneven wear and etches formed on the roller.

On the other hand, in the process of closing the door, when the point Since δx'<δy' is small, the etching of the roller at point X' is canceled out, and uneven wear of the front roller 7 and damage to the rail side wall 3e due to the edge formed on the roller are prevented. It is extremely small compared to the case of the rear roller 8 described above.

As described above, the edges formed on the rollers due to uneven wear dig into the side wall of the guide rail during door opening/closing operations, which adversely affects the feeling when the door is operated.

This influence was felt largely on the rollers located far from the pivot points of the support brackets, that is, on the rear rollers in the embodiment.

In view of the above points, this idea was developed by creating a gap between the lower surface of one of the two rollers and the lower surface of the guide rail so as not to receive vertical loads, thereby making it possible to connect the roller side surface and the rail side wall. The purpose of this is to reduce uneven wear of the rollers by rolling contact, and to reduce biting of edges into the guide rail caused by uneven wear.

Examples of this invention will be described below.

FIGS. 7a to 7C show a center guide structure according to this invention, in which the same parts as in the conventional structure are denoted by the same reference numerals.

In this structure, the rear guide roller 8' is formed to have a smaller diameter than the front roller 7, and its axis is located higher than the front guide roller 7, and the lower surface of the roller 8' and the lower surface 3a of the guide rail 3 A gap t is formed between them.

As a result, the rear roller 8' is not subjected to the vertical load of the door 2, and the rear roller 8' is not subjected to the vertical load of the door 2, and the rear roller 8' is not subjected to the vertical load of the door 2, and the rear roller 8' is not subjected to the vertical load of the door 2, and the rear roller 8' is not subjected to the vertical load of the door 2, and the rear roller 8' is not subjected to the vertical load of the door 2.

Since it receives only the lateral load due to rolling contact with roller 3e, uneven wear is significantly reduced compared to conventional rollers in which sliding contact was applied.

Therefore, the number of edges formed on the rollers is reduced, so that digging into the rail side wall is reduced, and the feeling of opening the door does not become extremely worse than the feeling of closing the door.

Furthermore, since the door 2 no longer receives the load in the vertical direction, the roller 8' can be made of a material such as synthetic resin that has low mechanical strength but a low coefficient of friction, and is almost maintenance-free in terms of lubrication, making it reliable. Your sexuality will further improve.

In addition, it has the effect of being cheaper in terms of cost.

This idea aims to reduce wear by lifting one of the two rollers from the bottom of the rail so that it receives only the lateral load, and is not limited to the above embodiment. You can use a roller with the same diameter as the front roller and mount the shaft high above the guide rail, or you can use a roller with a smaller diameter than the front roller and mount it at the same height as the front roller shaft. It's good.

Further, in the embodiment described above, the guide rail side wall 3 d t 3 e was provided on the upper surface of the guide rail 3 to limit the rolling of the roller, but this may be provided on the lower surface of the guide rail 3.

As described above, according to this invention, by providing a gap between the lower surface of one of the two guide rollers of the center guide mechanism and the lower surface of the guide rail, it is possible to prevent the roller from eating into the guide rail due to uneven wear of the roller. It can reduce congestion,
The feeling when opening and closing the door can be greatly improved, and the durability of the guide rollers and guide rails can also be improved, resulting in high commercial value.

Furthermore, the structure does not become complicated due to an increase in the number of parts, etc.
It is possible to obtain a center guide mechanism that has great practical value, such as being advantageous in terms of cost.

[Brief explanation of the drawing]

Figure 1 is a side view of a car with a conventional sliding door.
Figure 2 is a sectional view taken along the line ■-■ in Figure 1, Figure 3a is a sectional view taken along the line I-1 in Figure 2, Figure 3 is a side view, and Figures 4 to 6 are
The figure is a diagram to explain the degree of wear on conventional rollers.
Fig. 4 is a plan view of the roller when the door is closed, Fig. 5 is a sectional view of Fig. 4, Fig. 6 is a plan view of the roller when the door is closed, and Fig. 7 is a plan view of the roller when the door is closed.
The figures show a center guide structure of a sliding door for an automobile according to an embodiment of the invention, in which Figure A is a schematic side view of the roller, Figure C is a schematic cross-sectional view, and Figure C is a schematic plan view. 2... Sliding door, 3... Center guide rail, 3a... Lower surface of guide rail, 3
d, 3e... Guide rail side wall, 4...
・Vehicle body side wall, 5...Support bracket, 7...
...Front guide roller, 8...Rear guide roller, 7 b t 7 c and 8 b t 8 c・
... Side of the guide roller.

Claims (3)

[Scope of utility model registration request] (1) A guide rail fixed to the side wall of the vehicle, a support bracket pivotally attached to the sliding door,
Two guide rollers are rotatably mounted on two Q-shafts at the front and rear of the support bracket and guided by the guide rail, and the guide roller makes contact between its side surface and the side wall of the guide rail. The center guide structure of a sliding door for an automobile is configured to receive a lateral load by a center guide structure, wherein the first roller of the two guide rollers is located close to the pivot point of the support bracket, and The second roller is placed in a position far from the pivot point of the support bracket, and a gap is provided between the second roller and the bottom surface of the guide rail. A center guide structure for a sliding door for an automobile, characterized in that the center guide structure receives only a lateral load due to rolling contact between the side surface and the side wall of the guide rail. (2) The center guide structure for a sliding door for an automobile according to claim 1, wherein the axis of the second roller is provided at a higher position than the axis of the first roller. (3) The center guide structure for a sliding door for an automobile according to claim 1 or 2, wherein the diameter of the second roller is smaller than the diameter of the first roller.