EP0643184A1 - Dispositif de retenue de portes de véhicules automobiles - Google Patents

Dispositif de retenue de portes de véhicules automobiles Download PDF

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Publication number
EP0643184A1
EP0643184A1 EP94112467A EP94112467A EP0643184A1 EP 0643184 A1 EP0643184 A1 EP 0643184A1 EP 94112467 A EP94112467 A EP 94112467A EP 94112467 A EP94112467 A EP 94112467A EP 0643184 A1 EP0643184 A1 EP 0643184A1
Authority
EP
European Patent Office
Prior art keywords
door
locking
holder according
rail
latching
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP94112467A
Other languages
German (de)
English (en)
Other versions
EP0643184B1 (fr
Inventor
Jörg Linnenbrink
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Friedr Fingscheidt GmbH
Original Assignee
Friedr Fingscheidt GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Friedr Fingscheidt GmbH filed Critical Friedr Fingscheidt GmbH
Publication of EP0643184A1 publication Critical patent/EP0643184A1/fr
Application granted granted Critical
Publication of EP0643184B1 publication Critical patent/EP0643184B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
    • E05C17/00—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith
    • E05C17/02—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means
    • E05C17/04—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing
    • E05C17/12—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod
    • E05C17/20—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod sliding through a guide
    • E05C17/203—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod sliding through a guide concealed, e.g. for vehicles

Definitions

  • the present invention relates to a door holder for vehicle doors, with a single-hinged door holding strap that can be fastened to a vehicle spar and a holding part to be fastened on the door side, the holding strap and the holding part being connected to one another in a relatively movable manner via a locking device that defines a certain pivoting position of the vehicle door.
  • the latching device consists on the one hand of a housing to be fastened on or in the door and on the other hand of spring elements loaded with spring force and connected to the retaining band.
  • the housing has for each pivot position of the vehicle door or for each detent defining this pivot position on the inside two opposite, depressed recesses.
  • the locking elements connected to the retaining band consist of two balls seated in a bush, between which spring elements are arranged such that the balls move away from one another in the direction of the locking recesses having housing walls are pushed.
  • the present invention is based on the object of creating a door holder of the generic type which can be produced more economically by a simplified construction, but at the same time has improved properties with regard to its function.
  • the latching device has on the one hand a strip-shaped (elongated, flat) latching rail with latching recesses formed on a first longitudinal edge and, on the other hand, a latching roller which is guided over the first longitudinal edge and which cooperates with the latching recesses and is acted upon by a spring force in the direction of the latching rail , wherein the locking rail with its locking recesses and the locking roller, the second longitudinal edge is supported on an abutment against the spring force.
  • the locking rail is very simple and inexpensive to manufacture, in particular as a simple sheet metal stamped part, so that the locking behavior of the locking device resulting from the arrangement and contour of the locking recesses in cooperation with the locking roller can be determined very easily or can be adapted to different requirements. It is also of decisive advantage that the locking rail is guided in a very defined manner by its support on the abutment according to the invention.
  • the locking roller is part of the holding part to be fastened on the door side, while the locking rail simultaneously forms the holding strap.
  • the locking rail is connected at one end, in particular via a swivel bearing, to a fastening element to be fastened to the vehicle spar, and at the other end it is guided through the holding part on the door side - cooperating there with the locking roller.
  • the free end of the locking rail thus projects freely into the interior of the vehicle door; this principle can be called “cantilever”.
  • the latching rail has a flat, preferably elongated, approximately rectangular cross section and is in particular arranged lying in a plane which is cut in at least approximately a vertical direction by the pivot axis of the retaining band or the latching rail forming the retaining band.
  • the locking rail is thus preferably approximately Arranged “horizontally” lying, while the pivot axes of the vehicle door and the retaining strap (here preferably functionally identical to the locking rail) are aligned approximately “vertically”. It is advantageous if the locking rail has an arcuately curved strip shape with a convex and a concave longitudinal edge, the locking recesses preferably being formed on the concave longitudinal edge.
  • a door holder 1 consists on the one hand of a rigid, rod-like or strip-like door retaining band 2, which can be pivotally attached to a vehicle spar, not shown, at one end, and on the other hand from a holding part 8 to be fastened on or in a vehicle door (also not shown).
  • the holding band 2 has a fastening element 5, to which it is connected via a pivot bearing 7 (axle bolt) in order to pivot about the pivot axis 4 to reach.
  • the body-side or spar-side holding band 2 and the door-side holding part 8 are connected to one another in a relatively movable manner via a latching device 10 (see FIGS.
  • the latching device 10 defining specific pivot positions of the vehicle door.
  • the door is pivotally guided about a pivot axis, this door pivot axis being offset from the pivot axis 4 of the retaining strap 2 such that when the door is opened, the retaining strap 2 is practically “pulled out of the door” relative to the retaining part 8 fastened on the door side , the latching device 10 being effective during this relative movement.
  • the latching device 10 consists on the one hand of an elongated, flat, strip-shaped latching rail 20, which has latching recesses 24 on a first longitudinal edge 22, and on the other hand, of a rolling guide that runs over the first longitudinal edge 22, cooperates with the latching recesses 24 and in the direction of the latching rail 20 a locking force 26 acted upon by a spring force F.
  • FIG. 3 the rolling movement of the locking roller 26 over the first longitudinal edge 22 of the locking rail 20 is illustrated by a double arrow 28; the rotation of the locking roller 26 occurring about its axis of rotation 30 (see FIG. 5) is illustrated in FIG. 3 with a small double arrow.
  • the locking roller 26 also moves transversely to the locking rail 20, i.e. in the direction of the double arrow 34. It is now further provided according to the invention that the locking rail 20 with its second longitudinal edge 32 opposite the locking recesses 24 and the locking roller 26 is supported on an abutment 34 against the spring force F (FIGS. 3 and 4).
  • the locking roller 26 is now preferably part of the holding part 8 to be fastened on the door side, while the locking rail 20 simultaneously forms the holding strap 2.
  • the locking rail 20 practically has a double function; on the one hand it forms a functional part of the latching device 10 and on the other hand it also acts as Tether 2, so that advantageously a separate tether can be saved.
  • the locking rail 20 is connected at one end via the pivot bearing 7 to the fastening element 5 which can be fastened on the vehicle side.
  • the other end of the latching rail is passed through the holding part 8 on the door side.
  • the locking rail is aligned with respect to its strip shape in such a way that its strip surface defines a plane (or a plane region) which is at least perpendicular to the pivot pivot axis 4 on the side of the rail. It is therefore an approximately horizontal arrangement of the locking rail 20 relative to the approximately vertical pivot axis 4.
  • the locking rail 20 expediently has an arcuately curved strip shape with a convexly curved strip edge and a concavely curved strip edge.
  • the concave stripe edge is preferably identical to the first longitudinal edge 22 having the latching recesses 24 and the convex stripe edge to the second longitudinal edge 32 of the latching rail 20 supported on the abutment 34.
  • the radius of curvature of the latching rail 20 or the radius of curvature of the longitudinal edges is now advantageously adapted to the pivoting movement of the door-side holding part 8 or the vehicle door so chosen that the spring force acting on the locking roller 26 always acts at least approximately perpendicular to the locking rail 20 or to the respective tangent.
  • the door-side holding part 8 has in particular approximately cuboid housing 36 with through openings 38 for the locking rail 20.
  • a piston-like guide element 40 is slidably arranged in and against the direction of the spring force F, the locking roller 26 being rotatably mounted via an axis 44 within an axial slot recess 42 of the guide element 40 (see FIGS. 3 to 5).
  • the axis 44 is non-positively, ie not rotatable, in the guide element 40, and the locking roller 26 is rotatably arranged on the axis 44.
  • the latching rail 20 passing through the through openings 38 of the housing 36 is preferably also guided in regions with little side play through the slot recess 42 of the guide element 40, so that the latching roller 26 can interact with the latching recesses 24 on the longitudinal edge 22.
  • the piston-like displaceable guide element 40 is in this case advantageously guided in the housing 36 with a cross-section deviating from the circular shape, in particular essentially rectangular or square, secured against rotation about its axis of movement (see in particular FIG. 5). This cross-sectional shape of the guide element 40 provides good, relatively long guidance for the axis 44 of the locking roller 26.
  • the guide element 40 has recesses or depressions 46 in the inner region of the slot recess 42, each facing the locking rail 20, for receiving grease.
  • a prestressed compression spring 48 is arranged within the housing 36 between the guide element 40 and a housing wall.
  • Abutment 34 is formed by a bearing surface 50 on the housing, in particular a plastic insert 52 arranged in housing 36. Also in the area of this contact surface 50 - see FIG. 4 - recesses for grease can be formed.
  • the abutment 34 or the bearing surface 50 can - as shown in FIGS. 3 and 4 - to compensate for manufacturing or fastening tolerances at least in one coordinate direction so convex that the locking rail 20 in line or point contact with the abutment 34 or the support surface 50 is.
  • the contact surface 50 can also be flat, since a point-shaped or linear contact is already ensured due to the convex curvature of the longitudinal edge 32 of the locking rail 20.
  • the latching rail 20 preferably has an approximately hook-shaped end stop element 54 at its end facing away from the fastening element 5 and through the door-side holding part 8 or the housing 36, which end element 54 is located in one of the doors -Operating position corresponding position cooperates with the door-side holding part 8 to limit the door opening movement.
  • the end stop element 54 comes to rest on the holding part 8. 1 and 3, the end stop element 54 comes into contact with the housing 36 in the door-open position, the housing 36 preferably having a convex stabilizing bead 56 in the stop region. This largely prevents deformation of the housing 36 by repeatedly striking the end stop element 54. It is also expedient if, according to FIG.
  • the end stop element 54 has a concave recess approximately corresponding to the contour of the stabilizing bead 56 58, which then receives the stabilizing bead 56 in the stop position in a form-fitting manner. This particularly effectively prevents damage, such as cracks, in the area of the housing 36.
  • the end stop element 54 comes to rest in the stop position on an insert part arranged in the housing, which is preferably identical to the insert part 52 having the bearing surface 50 of the abutment 34.
  • This insert part 52 is then made of an elastically deformable plastic manufactured so that striking the end stop element 54 is advantageously also damped.
  • a stop damping can also be realized in that the latching rail 20 is formed in the area of the latching recesses 24 and / or in the area of the end stop element 54 such that the latching roller is used to dampen the stop just before or when the door opening position is reached 26 is moved against the spring force F increasing it.
  • this can be achieved in that the end stop element 54 interacts with the housing 36 of the holding part 8 or with the insert part 52 arranged therein in such a way that, in the stop position, a movement of the latching rail 20 from the abutment 34 in accordance with the "inclined plane” principle away in the direction of the locking roller 26 and then together with this against the spring force F (see FIG.
  • the locking rail 20 has a damping section running in a region of its first longitudinal edge 22 upstream of the door opening position About this damping section, the locking roller 26 is moved shortly before reaching the stop position against the spring force F.
  • the stop movement is advantageously damped (braked) by the increase in the spring force F achieved in each case.
  • the housing 36 of the door-side holding part 8 is preferably designed as a bent sheet metal part, in particular in two parts from a flange-like base plate 60 and an approximately cuboid-shaped hood part 62 with one approximately parallel to the base plate 60 Top wall 64, two longitudinal side walls 66 and two narrow side walls 68.
  • the spring force F acts between the two narrow side walls 68, because on the one hand the compression spring 48 is supported directly on one of the two narrow side walls 68, and on the other hand the insert part 52 forming the abutment 34 is on the opposite one Narrow side wall 68 supported.
  • the narrow side walls 68 engage with their end regions 69 facing away from the top wall 64 in holding openings 70 of the base plate 60. In this way, a very high stability against spring force-induced bending of the narrow side walls 68 is achieved. This measure can be seen in particular in FIGS. 3 and 4.
  • each longitudinal side wall 66 has a fastening web 72 resting on the base plate 60, the fastening webs 72 being connected to the base plate 60 in particular via push-through joints 74 (shaped embossments; rivet connections without special rivets).
  • the base plate 60 has threaded elements in its surface area extending beyond the hood part 62, in particular in the form of so-called press-in nuts 76.
  • the housing 36 can be manufactured very easily and inexpensively with low weight. Nevertheless, a high stability and thus a long durability of the door holder 1 is advantageously guaranteed.
  • the fastening element 5 is preferably designed as a bent sheet metal part, in particular as an originally approximately U-shaped stamped part with a U-web section 80 having a fastening hole 78 and two U-leg sections 82. After punching out, the two leg sections are 82 bent or twisted (twisted) by 90 ° in each case out of the plane of the web section 80 into a position parallel to one another, the end of the locking rail 20 then being arranged between the leg sections 82.
  • a bearing element 84 then extends through aligned bearing openings 86 in the leg sections 82 and the locking rail 20 (cf. also FIGS. 3 and 4).
  • a sliding bushing insert 88 is provided in the region of the pivot bearing 7 (FIG. 5).
  • the locking rail 20 has at least two locking recesses 24, through the arrangement of which an opening position and an intermediate position (so-called garage position) the vehicle door are defined.
  • an opening position and an intermediate position the vehicle door are defined.
  • Each locking recess 24 expediently has a concave, circular-arc-shaped contour with a radius corresponding to the locking roller 26.
  • the locking rail 20 can be formed in a simple and inexpensive manner from a one-piece sheet metal stamped part.
  • the guide element 40 and preferably also the insert part 52 consist in particular of a glass fiber reinforced polyamide - preferably PA 6 GF 30.
  • the special design of the locking device 10 leads to a relative freedom of movement between the functional parts, as a result of which installation and manufacturing tolerances can be compensated for within certain limits.
  • the door holder can be relubricated in the open position.
  • Very high cogging torques in the range between 20 and 60 Nm can be achieved.
  • the door holder has a very low weight of less than 200 g and advantageously consists of very few components.
  • the latching behavior can be determined extremely easily, the areas between the latching positions depending on the requirements being able to be designed as sliding or rolling friction or concave or convex, smooth or stiff. It is also possible in principle to convert the locking recesses 24 into specifically shaped elevations, as a result of which the door holder can practically be converted into a "door brake".
  • the door holder has a high durability (long service life), including in the area of the pivot bearing 7, because the fastening element 5 according to the invention can easily absorb the respective swelling loads in continuous operation. This means that no deviations from the nominal dimensions can be determined even after 100,000 operations.
  • the invention is not limited to the exemplary embodiments shown and described, but also encompasses all embodiments having the same effect in the sense of the invention. Furthermore, the invention has not yet been limited to the combination of features defined in claim 1, but can also be defined by any other combination of specific features of all the individual features disclosed in total. This means that in principle practically every single feature of claim 1 can be omitted or replaced by at least one single feature disclosed elsewhere in the application. In this respect, claim 1 is only to be understood as a first attempt at formulation for an invention.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Lock And Its Accessories (AREA)
  • Support Devices For Sliding Doors (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)
EP94112467A 1993-09-11 1994-08-10 Dispositif de retenue de portes de véhicules automobiles Expired - Lifetime EP0643184B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4330828A DE4330828A1 (de) 1993-09-11 1993-09-11 Türhalter für Fahrzeugtüren
DE4330828 1993-09-11

Publications (2)

Publication Number Publication Date
EP0643184A1 true EP0643184A1 (fr) 1995-03-15
EP0643184B1 EP0643184B1 (fr) 1997-11-26

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Family Applications (1)

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EP94112467A Expired - Lifetime EP0643184B1 (fr) 1993-09-11 1994-08-10 Dispositif de retenue de portes de véhicules automobiles

Country Status (3)

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EP (1) EP0643184B1 (fr)
DE (2) DE4330828A1 (fr)
ES (1) ES2111219T3 (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2733533A1 (fr) * 1995-04-27 1996-10-31 Coutier Moulage Gen Ind Arret de porte ou similaire, notamment pour vehicule automobile
EP0805251A3 (fr) * 1996-04-05 1999-08-11 FRIEDR. FINGSCHEIDT GmbH Arrêt de porte pour véhicule
EP0959210A1 (fr) * 1998-05-16 1999-11-24 ISE Innomotive Systems Europe GmbH Dispositif d'arrêt pour portes de véhicules
WO2002048489A3 (fr) * 2000-12-14 2002-12-05 Edscha Ag Arret de porte
US6687953B1 (en) 2000-10-13 2004-02-10 Ventra Group Inc. Torsion spring door check device
FR2852994A1 (fr) * 2003-03-25 2004-10-01 Oxford Automotive Mecanismes E Mecanisme d'arret de porte de vehicule
WO2006000536A1 (fr) * 2004-06-23 2006-01-05 Friedr. Fingscheidt Gmbh Element de retenue pour porte de vehicule a moteur
WO2008092441A1 (fr) * 2007-02-01 2008-08-07 Edscha Ag Arrêt de porte
DE102008014453A1 (de) 2008-03-14 2009-10-01 Edscha Ag Türfeststeller für ein Kraftfahrzeug
EP2568102A1 (fr) * 2012-07-30 2013-03-13 ISE Automotive GmbH Charnière / rainure de graissage pour élément d'arrêt
RU2671761C2 (ru) * 2013-05-27 2018-11-06 С.К. Ака Аутомотив С.Р.Л. Ступенчатый фиксатор двери

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4423819A1 (de) * 1993-09-11 1996-01-11 Fingscheidt Gmbh Friedr Türhalter für Fahrzeugtüren
DE102006000734A1 (de) * 2006-01-04 2007-07-12 Thomas Lange Mechanischer Türfeststeller für Kraftfahrzeugtüren
KR100797615B1 (ko) * 2006-04-21 2008-01-28 주식회사 동아오토모티브 복합형 도어 체커
US9068388B2 (en) * 2013-04-30 2015-06-30 GM Global Technology Operations LLC Strain distribution check link assembly

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2232986A (en) * 1940-01-22 1941-02-25 Reconstruction Finance Corp Door check
GB2204638A (en) * 1987-04-14 1988-11-16 Ihw Eng Ltd Door check assembly
EP0292683A2 (fr) * 1987-05-29 1988-11-30 ED. Scharwächter GmbH & Co.KG. Bras de compas pour porte de véhicule automobile
DE8816227U1 (de) * 1988-12-31 1989-03-09 Ed. Scharwächter GmbH & Co KG, 5630 Remscheid Türfeststeller für Kfz-Türen
EP0574723A1 (fr) * 1992-06-17 1993-12-22 ED. Scharwächter GmbH & Co.KG. Arrêt de porte pour véhicules automobiles
EP0574722A1 (fr) * 1992-06-17 1993-12-22 ED. Scharwächter GmbH & Co.KG. Arrêt de porte pour véhicules automobiles

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2232986A (en) * 1940-01-22 1941-02-25 Reconstruction Finance Corp Door check
GB2204638A (en) * 1987-04-14 1988-11-16 Ihw Eng Ltd Door check assembly
EP0292683A2 (fr) * 1987-05-29 1988-11-30 ED. Scharwächter GmbH & Co.KG. Bras de compas pour porte de véhicule automobile
DE8816227U1 (de) * 1988-12-31 1989-03-09 Ed. Scharwächter GmbH & Co KG, 5630 Remscheid Türfeststeller für Kfz-Türen
EP0574723A1 (fr) * 1992-06-17 1993-12-22 ED. Scharwächter GmbH & Co.KG. Arrêt de porte pour véhicules automobiles
EP0574722A1 (fr) * 1992-06-17 1993-12-22 ED. Scharwächter GmbH & Co.KG. Arrêt de porte pour véhicules automobiles

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2733533A1 (fr) * 1995-04-27 1996-10-31 Coutier Moulage Gen Ind Arret de porte ou similaire, notamment pour vehicule automobile
ES2153241A1 (es) * 1995-04-27 2001-02-16 Coutier Moulage Gen Ind Sistema de freno de puerta o similar en particular para vehiculo automovil.
EP0805251A3 (fr) * 1996-04-05 1999-08-11 FRIEDR. FINGSCHEIDT GmbH Arrêt de porte pour véhicule
EP0959210A1 (fr) * 1998-05-16 1999-11-24 ISE Innomotive Systems Europe GmbH Dispositif d'arrêt pour portes de véhicules
US6687953B1 (en) 2000-10-13 2004-02-10 Ventra Group Inc. Torsion spring door check device
WO2002048489A3 (fr) * 2000-12-14 2002-12-05 Edscha Ag Arret de porte
FR2852994A1 (fr) * 2003-03-25 2004-10-01 Oxford Automotive Mecanismes E Mecanisme d'arret de porte de vehicule
WO2006000536A1 (fr) * 2004-06-23 2006-01-05 Friedr. Fingscheidt Gmbh Element de retenue pour porte de vehicule a moteur
WO2008092441A1 (fr) * 2007-02-01 2008-08-07 Edscha Ag Arrêt de porte
DE202008017508U1 (de) 2007-02-01 2009-10-15 Edscha Ag Türfeststeller
CN101652526B (zh) * 2007-02-01 2015-05-20 埃德沙股份公司 门定位器
DE102008014453A1 (de) 2008-03-14 2009-10-01 Edscha Ag Türfeststeller für ein Kraftfahrzeug
DE102008014453B4 (de) * 2008-03-14 2009-11-19 Edscha Ag Türfeststeller für ein Kraftfahrzeug
EP2568102A1 (fr) * 2012-07-30 2013-03-13 ISE Automotive GmbH Charnière / rainure de graissage pour élément d'arrêt
RU2671761C2 (ru) * 2013-05-27 2018-11-06 С.К. Ака Аутомотив С.Р.Л. Ступенчатый фиксатор двери

Also Published As

Publication number Publication date
DE4330828A1 (de) 1995-03-16
DE59404662D1 (de) 1998-01-08
ES2111219T3 (es) 1998-03-01
EP0643184B1 (fr) 1997-11-26

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