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EP0208085B1 - Door hinge with an integral check for vehicle doors - Google Patents

Door hinge with an integral check for vehicle doors Download PDF

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Publication number
EP0208085B1
EP0208085B1 EP86106419A EP86106419A EP0208085B1 EP 0208085 B1 EP0208085 B1 EP 0208085B1 EP 86106419 A EP86106419 A EP 86106419A EP 86106419 A EP86106419 A EP 86106419A EP 0208085 B1 EP0208085 B1 EP 0208085B1
Authority
EP
European Patent Office
Prior art keywords
door
hinge
door hinge
locking
hinge according
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.)
Expired
Application number
EP86106419A
Other languages
German (de)
French (fr)
Other versions
EP0208085A3 (en
EP0208085A2 (en
Inventor
Georg Eger
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.)
Dr Ing HCF Porsche AG
Original Assignee
Dr Ing HCF Porsche AG
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 Dr Ing HCF Porsche AG filed Critical Dr Ing HCF Porsche AG
Publication of EP0208085A2 publication Critical patent/EP0208085A2/en
Publication of EP0208085A3 publication Critical patent/EP0208085A3/en
Application granted granted Critical
Publication of EP0208085B1 publication Critical patent/EP0208085B1/en
Expired legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D11/00—Additional features or accessories of hinges
    • E05D11/10—Devices for preventing movement between relatively-movable hinge parts
    • E05D11/1028—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open
    • E05D11/105—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open the maintaining means acting perpendicularly to the pivot axis
    • E05D11/1057—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open the maintaining means acting perpendicularly to the pivot axis specially adapted for vehicles
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/21—Brakes
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/25—Mechanical means for force or torque adjustment therefor
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/53—Type of wing
    • E05Y2900/531—Doors

Definitions

  • the invention relates to a door hinge with an integrated door holder for vehicle doors, consisting of a first hinge half and a second hinge half connected to this by means of a hinge pin, the door holder comprising a latching element arranged on one hinge half and a pivotally mounted on the other hinge half, with the locking member cooperating locking arm, which is provided on the side facing the locking member with locking recesses and at least one cam attached between the locking recesses and which is acted upon on the opposite side by a spring element which exerts a pressing force against the locking arm.
  • the spring element is formed by a leg spring arranged coaxially on the hinge pin, which engages with one end on a hinge half and with its other end on the latch arm.
  • the leg spring exerts a contact pressure on the latch arm, whereby it is pressed against the latch member.
  • This contact force in turn influences a holding force with which the vehicle door is held in its end position (open position).
  • This arrangement has the disadvantage that the contact pressure, depending on the design of the spring element, has a defined, unchangeable value, so that the holding force of the door is perceived by some as pleasant, while others perceive it as too high or too low.
  • the vehicle positions influencing the holding force of the vehicle door are not taken into account in this arrangement. For example, it can happen that the door holder is effective in the normal position of the vehicle, whereas when the vehicle is in an inclined position, the vehicle door closes automatically because the contact pressure is not designed for such vehicle positions. This represents a significant restriction of the ease of use. Furthermore, considerable assembly effort is required to replace the spring element.
  • the object of the invention is to construct a door holder structurally combined with a door hinge so that the holding force of the vehicle door can be adapted to the individual requirements of the respective vehicle user and that the door holder has a simple structure.
  • the main advantages achieved with the invention are the fact that the clamping device enables individual adjustment of the contact pressure and thus also the holding force of the vehicle door, which represents an improvement in operating convenience.
  • the compressible body made of rubber, plastic or the like, which forms the spring element, is simple in construction and has a good function. In addition, the body requires little space and can be replaced quickly and easily.
  • a door hinge 1 for a vehicle door 2 comprises a first hinge half 3 which is pivotally connected to a second hinge half 5 by means of an approximately vertically oriented hinge pin 4.
  • the first hinge half 3 is fastened to a door jamb 6 of the bodywork by welding, screwing or the like and is clad to the outside of the vehicle by a body side part 7 (fender).
  • the second hinge half 5 is held in position on the vehicle door 2 by means of fastening screws 8. Both hinge halves 3, 5 are made from a rolled profile.
  • the hinge pin 4 connects two sections 9 of the hinge half 3 arranged at a distance from one another and an intermediate section 10 of the hinge half 5.
  • a door holder 11 structurally combined with the door hinge 1 is provided, which includes a latching member 12 and a latching arm 14 cooperating with a spring element 13.
  • 2 and 3 is integrally connected to the Scharnieroph l fte 5 and is formed by a parked arm 15, the free, cam-shaped end 16 with locking recesses 17 and at least one between the locking recesses 17 arranged cams 18 of the locking arm 14 cooperates.
  • the arm 15 extends between the sections 9 of the hinge half 3 and is oriented approximately in the vehicle longitudinal direction in the closed position C of the vehicle door 2 (FIG. 1). But there is also the possibility that the locking member 12 is formed in a manner known per se by a roller, a bolt or the like.
  • the locking arm 14 which is preferably made of plastic (polyoxymethylene), likewise extends between the sections 9 of the hinge half 3 and is pivoted at 19 on the hinge half 3.
  • a vertically extending pin 20 is provided for this purpose, which is guided through the two sections 9 of the hinge half 3 and through the locking arm 14.
  • an elastic bearing 21 is provided between the locking arm 14 and pin 20 according to FIG. 2, which consists of a ring 2 surrounding the pin 20 and an outer bush 23 made of rubber, rubber, plastic or the like.
  • An end region 24 of the latch arm 14 which is remote from the pin 20 is supported with a surface which runs vertically and in the transverse direction of the vehicle on a wall section 25 of the hinge half 3 which runs parallel thereto.
  • the locking arm 14 is acted upon by the spring element 13 on the oblique side opposite the locking recesses 17, the spring element 13 exerting a contact pressure F against the locking arm 14.
  • the size of the contact pressure F is decisive for the holding force F1 with which the vehicle door 2 is held in its open position B.
  • a tensioning device 26 is provided according to the invention, which cooperates with the spring element 13 in such a way that the size of the contact pressure F can be changed.
  • the spring element 13 is formed by a compressible body 27 made of rubber, plastic or the like, which has a hardness of 40 to 60 Shore A. But it is also possible to provide a compression spring instead of the body 27, which is in operative connection with a tensioning device 26.
  • the clamping device 26 is fastened to the hinge half 3 and consists of a receiving part 28 for the body 27 and an adjusting screw 29.
  • the body 27 is connected to the angular receiving part 28 on two sides by gluing or vulcanizing.
  • An inclined contact surface 30 of the body 27 is supported on the locking arm 14, specifically on the side opposite the locking recesses 17.
  • a flange 31 of the receiving part 28 extending in the longitudinal direction of the vehicle protrudes with an end portion 32 into a slot opening 33 between the door jamb 6 and the adjacent hinge half 3 and is displaceably guided there. '
  • the adjusting screw 29 extending in the longitudinal direction of the vehicle is passed in sections through a cylindrical opening 34 of the body 27.
  • the set screw 29 (Allen screw, hexagon screw) is supported on the one hand on a web 35 of the receiving part 28 which is parked in the transverse direction of the vehicle and on the other hand on the hinge half 3. 2, the head of the adjusting screw 29 rests on the hinge half 3, whereas the free end 36 interacts with a welding nut 37 arranged on the web 35 of the receiving part 28.
  • a sheet-metal threading with thread could also be provided on the web 35 (not shown).
  • the head of the adjusting screw 29 is supported on the web 35 of the receiving part 28, while the free end 36 is screwed into a threaded section 38 of the hinge half 3.
  • the body 27 is pressed more or less strongly against the inclined surface of the locking arm 14.
  • Fig. 7 shows the course of the holding force F1 during the movement of the vehicle door 2 from an intermediate position A via the sinusoidal cam 18 to an open position B, depending on the selected contact pressure F.
  • A was a relatively high curve a, curve a b selected a medium contact pressure F and curve c a small one.
  • the holding force F1 changes during the movement of the vehicle door 2 and reaches its greatest value when the locking member 12 is at the highest elevation of the cam 18.
  • the maximum holding force F1 of the vehicle door 2 can be defined as the force that is required to overcome the cam 18.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hinge Accessories (AREA)
  • Closing And Opening Devices For Wings, And Checks For Wings (AREA)

Description

Die Erfindung bezieht sich auf ein Türscharnier mit einem integrierten Türhalter für Fahrzeugtüren, bestehend aus einer ersten Scharnierhälfte und einer mit dieser mittels eines Scharnierstiftes verbundenen zweiten Scharnierhälfte, wobei der Türhalter aus einem an einer Scharnierhälfte angeordneten Rastglied und einem, an der anderen Scharnierhälfte schwenkbar gelagerten, mit dem Rastglied zusammenwirkenden Rastarm besteht, der auf der dem Rastglied zugekehrten Seite mit Rastausnehmungen und zumindest einem zwischen den Rastausnehmungen angebrachten Nocken versehen ist und der auf der gegenüberliegenden Seite von einem Federelement beaufschlagt ist, das eine Anpreßkraft gegen den Rastarm ausübt.The invention relates to a door hinge with an integrated door holder for vehicle doors, consisting of a first hinge half and a second hinge half connected to this by means of a hinge pin, the door holder comprising a latching element arranged on one hinge half and a pivotally mounted on the other hinge half, with the locking member cooperating locking arm, which is provided on the side facing the locking member with locking recesses and at least one cam attached between the locking recesses and which is acted upon on the opposite side by a spring element which exerts a pressing force against the locking arm.

Bei einem bekannten Türhalter der eingangs genannten Gattung (GB-A-1 408 773) wird das Federelement durch eine koaxial auf dem Scharnierstift angeordnete Schenkelfeder gebildet, die mit ihrem einen Ende an einer Scharnierhälfte und mit ihrem anderen Ende am Rastarm angreift. Die Schenkelfeder übt auf den Rastarm eine Anpreßkraft auf, wodurch dieser gegen das Rastglied gedrückt wird. Diese Anpreßkraft beeinflußt wiederum eine Haltekraft, mit der die Fahrzeugtür in ihrer Endstellung (Offenstellung) gehalten wird. Dieser Anordnung haftet der Nachteil an, daß die Anpreßkraft abhängig von der konstruktiven Auslegung des Federelementes einen definierten, nicht veränderbaren Wert aufweist, so daß die Haltekraft der Tür von einigen Personen als angenehm, von anderen hingegen als zu hoch bzw. zu niedrig empfunden wird.In a known door holder of the type mentioned at the beginning (GB-A-1 408 773), the spring element is formed by a leg spring arranged coaxially on the hinge pin, which engages with one end on a hinge half and with its other end on the latch arm. The leg spring exerts a contact pressure on the latch arm, whereby it is pressed against the latch member. This contact force in turn influences a holding force with which the vehicle door is held in its end position (open position). This arrangement has the disadvantage that the contact pressure, depending on the design of the spring element, has a defined, unchangeable value, so that the holding force of the door is perceived by some as pleasant, while others perceive it as too high or too low.

Außerdem werden bei dieser Anordnung die die Haltekraft der Fahrzeugtür beeinflussenden Fahrzeuglagen nicht berücksichtigt. Beispielsweise kann es vorkommen, der der Türhalter in Normallage des Fahrzeuges wirksam ist, wogegen bei Schräglage des Fahrzeuges die Fahrzeugtür selbsttätig zufällt, weil die Anpreßkraft für solche Fahrzeuglagen nicht ausgelegt ist. Dies stellt eine wesentliche Einschränkung des Bedienungskomforts dar. Ferner ist für einen Austausch des Federelementes ein erheblicher Montageaufwand erforderlich.In addition, the vehicle positions influencing the holding force of the vehicle door are not taken into account in this arrangement. For example, it can happen that the door holder is effective in the normal position of the vehicle, whereas when the vehicle is in an inclined position, the vehicle door closes automatically because the contact pressure is not designed for such vehicle positions. This represents a significant restriction of the ease of use. Furthermore, considerable assembly effort is required to replace the spring element.

Aufgabe der Erfindung ist es, einen baulich mit einem Türscharnier vereinigten Türhalter so auszubilden, daß die Haltekraft der Fahrzeugtür an die individuellen Anforderungen des jeweiligen Fahrzeugbenutzers anpaßbar ist und daß der Türhalter einen einfachen Aufbau aufweist.The object of the invention is to construct a door holder structurally combined with a door hinge so that the holding force of the vehicle door can be adapted to the individual requirements of the respective vehicle user and that the door holder has a simple structure.

Erfindungsgemäß wird diese Aufgabe durch die kennzeichnenden Merkmale des Anspruchs 1 gelöst. Weitere, die Erfindung in vorteilhafter Weise ausgestaltende Merkmale beinhalten die Unteransprüche.According to the invention, this object is achieved by the characterizing features of claim 1. Further features which advantageously design the invention include the subclaims.

Die mit der Erfindung hauptsächlich erzielten Vorteile sind darin zu sehen, daß durch die Spanneinrichtung eine individuelle Einstellung der Anpreßkraft und somit auch der Haltekraft der Fahrzeugtür ermöglicht wird, was eine Verbesserung des Bedienungskomforts darstellt. Der das Federelement bildende kompressible Körper aus Gummi, Kunststoff oder dergleichen ist im Aufbau einfach und weist eine gute Funktion auf. Darüber hinaus benötigt der Körper wenig Bauraum und kann schnell und einfach ausgewechselt werden.The main advantages achieved with the invention are the fact that the clamping device enables individual adjustment of the contact pressure and thus also the holding force of the vehicle door, which represents an improvement in operating convenience. The compressible body made of rubber, plastic or the like, which forms the spring element, is simple in construction and has a good function. In addition, the body requires little space and can be replaced quickly and easily.

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird im folgenden näher erläutert.An embodiment of the invention is shown in the drawing and is explained in more detail below.

Es zeigt

  • Fig. 1 eine Seitenansicht eines baulich mit einem Türscharnier vereinigten Türhalters,
  • Fig. 2 einen Schnitt nach der Linie 11-11 der Fig. 1,
  • Fig. 3 einen Schnitt entsprechend Fig. 2 einer weiteren Ausführungsform eines Türhalters,
  • Fig. 4 eine Seitenansicht der türseitig befestigten Scharnierhälfte,
  • Fig. 5 eine Seitenansicht der aufbauseitig befestigten Scharnierhälfte,
  • Fig. 6 einen Schnitt nach der Linie VI-VI der Fig. 5,
  • Fig. 7 ein Diagramm mit dem Verlauf der Haltekraft in Abhängigkeit von der Anpreßkraft und der Stellung des Rastglieds.
It shows
  • 1 is a side view of a door holder structurally combined with a door hinge,
  • 2 shows a section along the line 11-11 of FIG. 1,
  • 3 shows a section corresponding to FIG. 2 of a further embodiment of a door holder,
  • 4 shows a side view of the hinge half fastened on the door side,
  • 5 is a side view of the hinge half fixed on the body side,
  • 6 shows a section along the line VI-VI of FIG. 5,
  • Fig. 7 is a diagram with the course of the holding force as a function of the contact pressure and the position of the locking member.

Ein Türscharnier 1 für eine Fahrzeugtür 2 umfaßt eine erste Scharnierhälfte 3, die unter Vermittlung eines etwa vertikal ausgerichteten Scharnierstiftes 4 schwenkbar mit einer zweiten Scharnierhälfte 5 verbunden ist. Die erste Scharnierhälfte 3 ist durch Schweißen, Schrauben oder dergleichen an einem Türpfosten 6 des Aufbaus befestigt und wird zur Fahrzeugaußenseite hin durch ein Karosserieseitenteil 7 (Kotflügel) verkleidet.A door hinge 1 for a vehicle door 2 comprises a first hinge half 3 which is pivotally connected to a second hinge half 5 by means of an approximately vertically oriented hinge pin 4. The first hinge half 3 is fastened to a door jamb 6 of the bodywork by welding, screwing or the like and is clad to the outside of the vehicle by a body side part 7 (fender).

Die zweite Scharnierhälfte 5 ist an der Fahrzeugtür 2 unter Vermittlung von Befestigungsschrauben 8 in Lage gehalten. Beide Scharnierhälften 3, 5 sind aus einem Walzprofil gefertigt. Der Scharnierstift 4 erbindet zwei mit Abstand zueinander angeordnete Abschnitte 9 der Scharnierhälfte 3 und einen dazwischenliegenden Abschnitt 10 der Scharnierhälfte 5.The second hinge half 5 is held in position on the vehicle door 2 by means of fastening screws 8. Both hinge halves 3, 5 are made from a rolled profile. The hinge pin 4 connects two sections 9 of the hinge half 3 arranged at a distance from one another and an intermediate section 10 of the hinge half 5.

Zur Arretierung der Fahrzeugtür 2 in verschiedenen Stellungen (Zwischenstellung A; Offenstellung B) ist ein baulich mit dem Türscharnier 1 vereinigter Türhalter 11 vorgesehen, der ein Rastglied 12 und einen mit einem Federelement 13 zusammenwirkenden Rastarm 14 umfaßt. Das Rastglied 12 ist gemäß den Fig. 2 und 3 einstückig mit der Scharnierhälfte 5 verbunden und wird durch einen abgestellten Arm 15 gebildet, dessen freies, nockenförmig ausgebildetes Ende 16 mit Rastausnehmungen 17 und zumindest einem zwischen den Rastausnehmungen 17 angeordneten Nocken 18 des Rastarmes 14 zusammenwirkt. Der Arm 15 erstreckt sich zwischen den Abschnitten 9 der Scharnierhälfte 3 und ist in Schließstellung C der Fahrzeugtür 2 (Fig. 1) etwa in Fahrzeuglängsrichtung ausgerichtet. Es besteht aber auch die Möglichkeit, daß das Rastglied 12 in an sich bekannter Weise durch eine Rolle, einen Bolzen oder dergleichen gebildet wird.To lock the vehicle door 2 in different positions (intermediate position A; open position B), a door holder 11 structurally combined with the door hinge 1 is provided, which includes a latching member 12 and a latching arm 14 cooperating with a spring element 13. 2 and 3 is integrally connected to the Scharnierhä l fte 5 and is formed by a parked arm 15, the free, cam-shaped end 16 with locking recesses 17 and at least one between the locking recesses 17 arranged cams 18 of the locking arm 14 cooperates. The arm 15 extends between the sections 9 of the hinge half 3 and is oriented approximately in the vehicle longitudinal direction in the closed position C of the vehicle door 2 (FIG. 1). But there is also the possibility that the locking member 12 is formed in a manner known per se by a roller, a bolt or the like.

Der vorzugsweise aus Kunststoff (Polyoxymethylen) gefertigte Rastarm 14 erstreckt sich ebenfalls zwischen den Abschnitten 9 der Scharnierhälfte 3 und ist bei 19 drehbar an der Scharnierhälfte 3 angelenkt. Gemäß Fig. 3 ist hierzu ein vertikal verlaufender Stift 20 vorgesehen, der durch die beiden Abschnitte 9 der Scharnierhälfte 3 und durch den Rastarm 14 hindurchgeführt ist. Zur Kompensation von Fertigungs- und Einbautoleranzen ist nach Fig. 2 zwischen Rastarm 14 und Stift 20 ein elastisches Lager 21 vorgesehen, das aus einem den Stift 20 umgebenden Ring 2 und einer äußeren Buchse 23 aus Gummi, Kautschuk, Kunststoff oder dergleichen besteht.The locking arm 14, which is preferably made of plastic (polyoxymethylene), likewise extends between the sections 9 of the hinge half 3 and is pivoted at 19 on the hinge half 3. According to FIG. 3, a vertically extending pin 20 is provided for this purpose, which is guided through the two sections 9 of the hinge half 3 and through the locking arm 14. To compensate for manufacturing and installation tolerances, an elastic bearing 21 is provided between the locking arm 14 and pin 20 according to FIG. 2, which consists of a ring 2 surrounding the pin 20 and an outer bush 23 made of rubber, rubber, plastic or the like.

Ein entfernt vom Stift 20 liegender Endbereich 24 des Rastarmes 14 stützt sich mit einer vertikal und in Fahrzeugquerrichtung verlaufenden Fläche an einem parallel dazu verlaufenden Wandabschnitt 25 der Scharnierhälfte 3 ab. Der Rastarm 14 ist auf der den Rastausnehmungen 17 gegenüberliegenden, schrägverlaufenden Seite vom Federelement 13 beaufschlagt, wobei das Federelement 13 eine Anpreßkraft F gegen den Rastarm 14 ausübt. Die Größe der Anpreßkraft F ist ausschlaggebend dafür, mit welcher Haltekraft F1 die Fahrzeugtür 2 in ihrer Offenstellung B gehalten wird. Zur individuellen Einstellung der Anpreßkraft F und damit auch der Haltekraft F1 ist erfindungsgemäß eine Spanneinrichtung 26 vorgesehen, die mit dem Federelement 13 in der Weise zusammenwirkt, daß die Größe der Anpreßkraft F veränderbar ist.An end region 24 of the latch arm 14 which is remote from the pin 20 is supported with a surface which runs vertically and in the transverse direction of the vehicle on a wall section 25 of the hinge half 3 which runs parallel thereto. The locking arm 14 is acted upon by the spring element 13 on the oblique side opposite the locking recesses 17, the spring element 13 exerting a contact pressure F against the locking arm 14. The size of the contact pressure F is decisive for the holding force F1 with which the vehicle door 2 is held in its open position B. For individual adjustment of the contact pressure F and thus also the holding force F1, a tensioning device 26 is provided according to the invention, which cooperates with the spring element 13 in such a way that the size of the contact pressure F can be changed.

Das Federelement 13 wird durch einen kompressiblen Körper 27 aus Gummi, Kunststoff oder dergleichen gebildet, der eine Härte von 40 bis 60 Shore A aufweist. Es besteht aber auch die Möglichkeit, anstelle des Körpers 27 eine Druckfeder vorzusehen, die mit einer Spanneinrichtung 26 in Wirkverbindung steht.The spring element 13 is formed by a compressible body 27 made of rubber, plastic or the like, which has a hardness of 40 to 60 Shore A. But it is also possible to provide a compression spring instead of the body 27, which is in operative connection with a tensioning device 26.

Die Spanneinrichtung 26 ist an der Scharnierhälfte 3 befestigt und besteht aus einem Aufnahmeteil 28 für den Körper 27 und einer Stellschraube 29. Der Körper 27 ist an zwei Seiten durch Kleben oder Vulkanisieren mit dem winkelförmigen Aufnahmeteil 28 verbunden. Eine schrägverlaufende Anlagefläche 30 des Körpers 27 stützt sich am Rastarm 14, und zwar auf der den Rastausnehmungen 17 gegenüberliegenden Seite, ab. Ein in Fahrzeuglängsrichtung verlaufender Flansch 31 des Aufnahmeteiles 28 ragt mit einem Endabschnitt 32 in eine Schlitzöffnung 33 zwischen dem Türpfosten 6 und der angrenzenden Scharnierhälfte 3 hinein und ist dort verschiebbar geführt.'The clamping device 26 is fastened to the hinge half 3 and consists of a receiving part 28 for the body 27 and an adjusting screw 29. The body 27 is connected to the angular receiving part 28 on two sides by gluing or vulcanizing. An inclined contact surface 30 of the body 27 is supported on the locking arm 14, specifically on the side opposite the locking recesses 17. A flange 31 of the receiving part 28 extending in the longitudinal direction of the vehicle protrudes with an end portion 32 into a slot opening 33 between the door jamb 6 and the adjacent hinge half 3 and is displaceably guided there. '

Die sich in Fahrzeuglängsrichtung erstreckende Stellschraube 29 ist abschnittsweise durch eine zylindrische Öffnung 34 des Körpers 27 hindurchgeführt. Die Stellschraube 29 (Inbusschraube, Sechskantschraube) stützt sich einerseits an einem in Fahrzeugquerrichtung abgestellten Steg 35 des Aufnahmeteiles 28 und andererseits an der Scharnierhälfte 3 ab. Gemäß Fig. 2 liegt der Kopf der Stellschraube 29 an der Scharnierhälfte 3 an, wogegen das freie Ende 36 mit einer am Steg 35 des Aufnahmeteiles 28 angeordneten Schweißmutter 37 zusammenwirkt. Anstelle einer Schweißmutter 37 könnte am Steg 35 auch ein Blechdurchzug mit Gewinde vorgesehen sein (nicht dargestellt). Nach Fig. 3 stützt sich der Kopf der Stellschraube 29 am Steg 35 des Aufnahmeteiles 28 ab, während das freie Ende 36 in einen Gewindeabschnitt 38 der Scharnierhälfte 3 eingedreht ist. Durch Drehen der Stellschraube 29 wird der Körper 27 mehr oder weniger stark gegen die schräg verlaufende Fläche des Rastarmes 14 gedrückt.The adjusting screw 29 extending in the longitudinal direction of the vehicle is passed in sections through a cylindrical opening 34 of the body 27. The set screw 29 (Allen screw, hexagon screw) is supported on the one hand on a web 35 of the receiving part 28 which is parked in the transverse direction of the vehicle and on the other hand on the hinge half 3. 2, the head of the adjusting screw 29 rests on the hinge half 3, whereas the free end 36 interacts with a welding nut 37 arranged on the web 35 of the receiving part 28. Instead of a welding nut 37, a sheet-metal threading with thread could also be provided on the web 35 (not shown). 3, the head of the adjusting screw 29 is supported on the web 35 of the receiving part 28, while the free end 36 is screwed into a threaded section 38 of the hinge half 3. By turning the set screw 29, the body 27 is pressed more or less strongly against the inclined surface of the locking arm 14.

Fig. 7 zeigt den Verlauf der Haltekraft F1 bei der Bewegung der Fahrzeugtür 2 von einer Zwischenstellung A über den sinusförmigen Nocken 18 in eine Offenstellung B und zwar in Abhängigkeit von der gewählten Anpreßkraft F. Bei der Kurve a wurde eine relativ hohe, bei der Kurve b eine mittlere und bei der Kurve c eine kleine Anpreßkraft F gewählt. Die Haltekraft F1 ändert sich während der Bewegung der Fahrzeugtür 2 und erreicht ihren größten Wert, wenn sich das Rastglied 12 an der höchsten Erhebung des Nockens 18 befindet. Die maximale Haltekraft F1 der Fahrzeugtür 2 läßt sich definieren als die Kraft, die erforderlich ist, um den Nocken 18 zu überwinden.Fig. 7 shows the course of the holding force F1 during the movement of the vehicle door 2 from an intermediate position A via the sinusoidal cam 18 to an open position B, depending on the selected contact pressure F. A was a relatively high curve a, curve a b selected a medium contact pressure F and curve c a small one. The holding force F1 changes during the movement of the vehicle door 2 and reaches its greatest value when the locking member 12 is at the highest elevation of the cam 18. The maximum holding force F1 of the vehicle door 2 can be defined as the force that is required to overcome the cam 18.

Claims (12)

1. A door hinge with an integral door check (11) for vehicle doors (2), comprising a first hinge half (3) and a second hinge half (5) connected to the first hinge half by means of a hinge pin (4), the door check (11) comprising a locking member (12) arranged on one hinge half (5) and a locking arm (14) pivotably mounted on the other hinge half (3) and cooperating with the locking member (12) and being provided on the side facing the locking member with locking recesses (17) and at least one cam (18) arranged between the locking recesses and acted upon on the opposite side by a spring element (13), which exerts a contact force against the locking arm (14), characterised in that the spring element (13) cooperates with a stressing device (26) in such a manner that the value of the contact force (F) of the spring element (13) can be altered.
2. A door hinge according to claim 1, characterised in that the spring element (13) is formed by a compressible body (27) made of rubber, plastics material or the like.
3. A door hinge according to claim 2, characterised in that the body (27) has a hardness of from 40 to 60 Shore A.
4. A door hinge according to claim 1, characterised in that the stressing device (26) is secured to the hinge half (3) and comprises a receiving part (28) for the body (27) and an adjusting screw (29).
5. A door hinge according to claims 1, 2 and 4, characterised in that the body (27) is connected to the receiving part (28) by bonding or vulcanisation.
8. A door hinge according to claims 4 and 5, characterised in that a flange (31) of the receiving part (28) extending in the longitudinal direction of the vehicle projects with an end section (32) into a slot (33) between a door post (6) and the adjacent hinge half (3) and is guided therein
7. A door hinge according to claim 2, characterised in that the body (27) comprises a cylindrical opening (34), through which the adjusting screw (29) is guided.
8. A door hinge according to claim 2, characterised in that the body (27) rests with an inclined bearing surface (30) against the locking arm (14).
9. A door hinge according to claim 1, characterised in that the locking arm (14) is pivotably mounted by means of a pin (20) between sections (9) - which are arranged in the shape of a fork and which extend in the transverse direction of the vehicle - of the hinge half (3) secured to the vehicle-body side, and an end section (24) of the locking arm (14) disposed at a distance from the pin (20) cooperates by abutment with a wall section (25) of the hinge half (3) extending in the transverse direction of the vehicle.
10. A door hinge according to claim 9, characterised in that a resilient bearing (21) is provided between the locking arm (14) and the pin (20).
11. A door hinge according to claim 10, characterised in that the resilient bearing (21) incorporates a ring (22) enclosing the pin (20) and an outer bushing (23) made of rubber, plastics material or the like.
12. A door hinge according to claim 1, characterised in that the locking member (12) is formed by an extended arm (15) of a hinge half (5) secured to the door side, the arm (15) being cam-shaped at its free end (16) which cooperates with the locking recesses (17).
EP86106419A 1985-07-06 1986-05-12 Door hinge with an integral check for vehicle doors Expired EP0208085B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19853524312 DE3524312A1 (en) 1985-07-06 1985-07-06 DOOR HINGE WITH INTEGRATED DOOR HOLDER, ESPECIALLY FOR VEHICLE DOORS
DE3524312 1985-07-06

Publications (3)

Publication Number Publication Date
EP0208085A2 EP0208085A2 (en) 1987-01-14
EP0208085A3 EP0208085A3 (en) 1987-05-20
EP0208085B1 true EP0208085B1 (en) 1988-08-10

Family

ID=6275199

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86106419A Expired EP0208085B1 (en) 1985-07-06 1986-05-12 Door hinge with an integral check for vehicle doors

Country Status (2)

Country Link
EP (1) EP0208085B1 (en)
DE (2) DE3524312A1 (en)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4670941A (en) * 1985-12-13 1987-06-09 Ford Motor Company Door hinge with an annular elastomeric check
US4893863A (en) * 1989-02-06 1990-01-16 General Motors Corporation Adjustable deck lid hinge pivot
US5074609A (en) * 1990-07-30 1991-12-24 General Motors Corporation Adjustable deck lid hinge pivot
US5029930A (en) * 1990-09-04 1991-07-09 General Motors Corporation Adjustable deck lid hinge pivot
MXPA00007637A (en) * 1998-12-07 2003-09-10 Multimatic Inc Vehicle door prop clip.
KR20020040354A (en) * 2000-11-24 2002-05-30 이계안 a door hinge which also serves as a door checker of vehicles
DE102004049552B8 (en) * 2004-10-12 2010-08-05 Edscha Ag Hinge for a vehicle door
GB2507353A (en) * 2012-10-24 2014-04-30 Daimler Ag A twin axis vehicle door hinge with a magnetic locking mechanism
ITVI20130099A1 (en) * 2013-04-12 2014-10-13 In & Tec Srl HINGE FOR THE CONTROLLED TURNTABLE HANDLING OF A DOOR

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB404854A (en) * 1933-05-12 1934-01-25 John Robert Shattock Improvements in or relating to hinges
GB1408773A (en) * 1972-10-17 1975-10-08 Bloxvich Lock Stamping Door hold-open device
FR2258508B1 (en) * 1974-01-17 1978-03-31 Paumellerie Electrique
DE2415888C2 (en) * 1974-04-02 1983-11-17 Ed. Scharwächter GmbH + Co KG, 5630 Remscheid Door arrestors connected to a door hinge, especially for vehicle doors
GB1577566A (en) * 1977-05-31 1980-10-29 Chrysler France Doorcontrol device in particular for automotive vehicles

Also Published As

Publication number Publication date
DE3524312A1 (en) 1987-01-08
EP0208085A3 (en) 1987-05-20
DE3660502D1 (en) 1988-09-15
EP0208085A2 (en) 1987-01-14

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