WO2006005572A1

WO2006005572A1 - Sliding door system

Info

Publication number: WO2006005572A1
Application number: PCT/EP2005/007524
Authority: WO
Inventors: Jens Müller; Michael Türk
Original assignee: Daimlerchrysler Ag
Priority date: 2004-07-13
Filing date: 2005-07-12
Publication date: 2006-01-19
Also published as: DE102004033759A1

Abstract

The invention relates to a sliding door system of a motor vehicle (1), which can be manually operated. The sliding door system comprises an external vehicle door (2), a guide rail (3, 4, 60) and at least one pivoting arm (5, 6, 61). The vehicle door (2) can be displaced in a longitudinal direction (7) in the guide rail (3,4, 60) by means of the pivoting arm (5, 6, 61) and is pivotally guided in a closing position (8) of said vehicle door (2). In relation to the longitudinal direction (7), the system is equipped with a front pivoting arm (5, 6), which pivotally guides a front edge (9) of the vehicle door (2) and engages with said door in the front edge (9) region, in addition to a rear pivoting arm (5, 6, 61), which pivotally guides a rear edge (10) of the vehicle door (2) and engages with said door at its rear edge (10).

Description

sliding door system

The. The invention relates to a sliding door system of a motor vehicle having the features according to the preamble of claim 1.

A variety of motor vehicles is equipped to improve the accessibility of the vehicle interior with a sliding door system in which a sliding door is guided in corresponding guide rails. In the closed state, the sliding door formed as a vehicle outer door lies flush in the contour of the vehicle body. To open the vehicle door is first to move out of the body contour outward and then move parallel to the vehicle outside. To close the vehicle door takes place in the opposite direction, a movement initially parallel to the outer surface of the body, which is then redirected in an inward movement.

In particular, closing the vehicle door by hand requires some effort. The door is set by hand in a certain displacement speed. Taking advantage of the resulting momentum translational displacement speed is deflected by suitable deflection such that the vehicle door with a perpendicular to the closing direction, inwardly directed component in the body contour inserts and thereby in one or more Locks locks into place. The translational displacement of the door and its directional deflection during the closing process must be carried out correspondingly smooth, in order to achieve a secure engagement of the door lock with little effort.

It is a variety of door systems with guide rails and swivel arms known, in which the guide rail in conjunction with at least one pivotal arm causes a translational displacement movement of the door, which is transferred in the closed position in an inwardly directed pivoting movement. In addition to a smooth-running guide and a secure engagement of the door lock such sliding door systems must meet increasingly aesthetic requirements.

For smaller exterior vehicle doors, such as a passenger car, DE 196 34 369 C1 proposes a sliding door system in which a guide rail is integrated within the rear door frame at its upper and lower edge, in which a carriage is guided longitudinally displaceable. On the carriage engages a double lever with a parallelogram-like Hebelschenkein, the double lever is hinged near the door leading edge. By moving the upper and lower carriage in the corresponding guide rails, the vehicle door can be moved to the rear after a pivoting movement of the upper and lower double lever, wherein the rear freely protruding door end is pushed parallel outside on the vehicle body.

When closing the door of the upper and the lower double lever perform a pivoting movement, the leading edge of the Move the door to the closed position. The double levers with the parallelogram arms also pull the rear door edge inwards during a pivoting movement. Due to the long projection of the rear door edge relative to the double lever, however, a clean fitting of the rear door area in the body contour is difficult.

From EP 0 312 450 Al a sliding door system is known, in which a rear door area is guided with a pivot lever, while the sliding door is provided at its front edge with a rigid lever which runs in a vehicle-fixed guide rail. The vehicle-fixed guide rail runs in the opening region in a straight line and is guided in the closing area S-shaped inwards. When closing the door is initially performed approximately in a straight line in the corresponding guide rails. Near the closed position, the rear pivot lever pulls the trailing edge of the door inward, while the leading edge with the rigid lever is pulled inwardly by the S-shaped track of the corresponding guide rail. The front and rear edges of the door are drawn evenly inwards into the contour of the bodywork. It has been shown that for a secure engagement of the door in the castle sometimes considerable hand forces are required. A role of the front, rigid guide arm is when passing through the S-shape of the guide rail alternately on different sides of the guide rail and experiences several times a reversal of direction. The reversal of the direction of rotation leads to increased frictional forces and premature wear.

The invention has the object of developing a generic sliding door system such that a secure closing of the vehicle exterior door is made possible with low hand forces. The object is achieved by a sliding door system with the features of claim 1.

A sliding door system is proposed in which a front pivot arm is arranged with respect to a longitudinal direction, which pivotally guides a front edge of the vehicle door and engages in the region of its front edge. Furthermore, a rear pivot arm is provided which pivotally guides a trailing edge of the vehicle door and engages the trailing edge. The front and rear pivot arms are guided in one or more suitable guide rails such that the vehicle door is translationally displaceable in the opening area. In the closed position they perform a pivoting movement, which pivot both the front edge and the rear edge of the vehicle door in the direction of the vehicle interior. In a simultaneous pivotal movement of both levers and the center of mass of the vehicle door performs the same pivoting movement. The kinetic energy of the vehicle door or of its center of gravity, which was previously applied by hand force in the direction of a translational movement is provided by means of the pivoting movement at least approximately lossless with an inwardly directed component, even at low displacement speeds a secure engagement of the door in a door lock guaranteed. In this case, both a secure engagement of the door leading edge and the door trailing edge is given. The result is an at least approximately lossless positive guidance of the door leading edge and the trailing edge, the elastic deformations due to the weight forces or other external forces almost completely excludes. Advantageously, a total of three pivot arms are provided to form a spatially determined three-point storage. Tilting movements of the door around all spatial axes are excluded. An accurate fit locking the door in its intended closed position is ensured.

The pivot arms can be different lengths. In particular, the length of the lower arm may differ from that of the upper arms. However, the pivot arms advantageously form a Parallelarmführung with at least approximately the same Schwenkarmlänge. All points of the door describe during the closing process essentially the same trajectory, whereby the center of mass of the door performs the same trajectory. It is thereby ensured that the force applied by hand translational kinetic energy of the center of gravity undergoes a deflection inwardly in the closing direction evenly and lossless during the closing process.

In an advantageous development, a vehicle-side guide rail is integrated in the body of the motor vehicle and a door-side guide rail in the vehicle door. The vehicle-fixed guide rail or two guide rails are expediently mounted above a door opening to be closed by means of the vehicle door, while the door-side guide rail is mounted in the region of a lower edge of the vehicle door. The extending above the door opening in the body guide rail can be made correspondingly long, so that a front and a rear arm of the vehicle door can freely walk freely over a correspondingly long displacement. The arrangement above the door frame can also be optically integrated into the body contour such that it is not aesthetically disadvantageous in weight and in particular causes no visual disturbance of side surfaces of the body. The upper guide rail can be made correspondingly long without aesthetic impairments, so that the vehicle door can be completely pushed past the door frame and completely releases the door opening. At the same time a secure support both the door leading edge and the rear edge of the door is given by the corresponding pivot lever over the entire displacement.

A third, vehicle-fixed pivot arm engages in the door-side, lower guide rail, wherein the length of the lower guide rail expediently extends over the corresponding length of the lower door edge. Since only one pivot arm engages in the lower guide rail here, the full displacement path corresponding to the length of the lower guide rail is available.

In conjunction with the two upper pivot arms results over the entire displacement of the door a spatially determined, large-scale and thus rigid three-point mounting of the vehicle door. The stiffness-related avoidance of deformations contributes to the smooth running of the system. The lower, door-side guide rail is located outside of a polluted area. On the vehicle side, no guide rail is required at the lower edge of the door opening, as a result of which the door opening can be pulled far down and releases a correspondingly large entry or loading opening.

In alternative embodiments, it may also be expedient that a vehicle-fixed guide rail with respect to a vertical direction lying transversely to the longitudinal direction in the middle of a lower edge and a top edge of the vehicle door and behind the door opening is attached to the body. Alternatively or in combination, it may be advantageous for the lower guide rail to be fixed to the vehicle in the region of a lower step of the door opening. Depending on the other structural conditions of the vehicle, there are a variety of possible combinations of individual rail arrangements, in which a spatially determined 3-point storage of the vehicle door is ensured with a high degree of leadership accuracy over the entire sliding path.

The vehicle-mounted, upper guide rail can advantageously be covered by means of a particular spring-biased in the closing direction lid. It may also be advantageous to force the lid to move. In the closed state of the sliding door and the exposed area of the guide rail is covered by the lid, whereby such a sliding door system is also a sophisticated styling justice. The system is simple in construction. When the sliding door is closed, the cover closes automatically due to spring preload or forced control. The pivot arms can be arranged such that they lift the lid by a suitable amount when opening the sliding door as a result of their pivotal movement.

In an advantageous embodiment, the guide rails have an at least substantially rectilinear course. To close the door, this can be brought by hand into a suitable translational speed without friction losses caused by deflections or the like., Even small sliding speeds of the door are sufficient to close this. The wear on the guide rails and the pivot arms is reduced. The S.chwenkarm is appropriate by means of a first guide roller against a. first running surface of the guide rail in the direction of the vehicle inner side and supported by a second guide roller against a second running surface of the guide rail in the direction of the vehicle outer side. During the sliding operation of the door changing forces inwardly or outwardly are reliably intercepted by the corresponding rollers in conjunction with the treads, each roller is associated with only one associated tread. A reversal of the direction of rotation of the rollers due to a change in direction of the load is excluded and contributes to the smooth running and longevity of the system.

The guide rollers are expediently arranged on a carriage on which the pivot arm is articulated. In particular, two pairs of guide rollers are provided on the carriage offset from one another in the longitudinal direction. This results in a tilt-free guidance of the rail-side end of the swivel arm, which retains its ease even at high mechanical loads. For weight absorption of the vehicle door is advantageously provided a support roller, which is arranged in particular on the carriage. In conjunction with the tilt-free guidance of the carriage even heavy vehicle doors can be smoothly guided in translational direction. In a suspended version of the sliding door, in which the support rollers run in the upper guide rail, a weight force absorption in the lower guide rail is not required. The integrated, for example, in the vehicle door lower guide rail can be carried out according to small, lightweight and simple together with the guided therein swivel arm. The door itself is only subject to low loads. In an advantageous embodiment, a locking device for preventing a simultaneously pivoting and translational movement of the pivot arm is provided. It is thereby ensured that during the sliding operation of the door on the body outside a pivotal movement is omitted. Damage to the body outside by the sliding past sliding door is avoided. At the same time is during. the pivoting movement required to close the door precludes a translatory displacement, thereby causing the door to lock securely into the lock.

Suitably, the guide rail for forming the locking device in the closed position on a longitudinal stop and a locking surface extending in the longitudinal direction, which merges in the longitudinal stop in a longitudinal locking. In this case, a non-rolling locking pin or in particular a rolling on the locking surface, cooperating in the closed position with the longitudinal locking roller locking is arranged on the pivot arm. The locking roller rolls during the translational movement of the door on the blocking surface without significant friction loss. Upon emergence of the translationally displaced pivot arm on the longitudinal stop the locking roller is no longer on the blocking surface. Rather, the Sperrolle releases the swivel arm for a subsequent pivotal movement, wherein it engages as a result of the pivoting movement in the longitudinal locking. By the engagement of the locking roller in the longitudinal locking the pivotal movement remains released, while at the same time a translational longitudinal movement is prevented. The longitudinal locking in conjunction with the lock roller can also be designed so that it serves as a door lock in the fully pivoted state of the pivot arm. In an advantageous embodiment, the locking device comprises a pivotable about a pivot axis Lever with a transverse to the closing direction locking lug, wherein the latching lug is provided for engagement behind a rail-fixed locking edge. Appropriately, while the lever has an actuating stop, which is provided for such interaction with a contact surface of the pivot arm, that abuts in a transverse to the guide rail running position of the pivot arm, the contact surface on the actuating stop and thereby the lever is unlocked, and that at the transition of the pivot arm of his running position in a pivoting position, the contact surface is lifted from the actuating stop and thereby engages behind the locking lug of the lever, in particular under the action of a spring bias the locking edge. With constructive and manufacturing simple means is achieved that a clean separation of pivoting and translational movement of the pivot arm is ensured. In the running position of the swivel arm, the lever is unlocked. The swivel arm can - possibly together with its carriage - perform a translational movement in the guide rail. Upon reaching the closed position, the closing pivotal movement of the pivot arm begins. Already at the transition from the running position to the closed position, ie directly at the beginning of the closing pivoting action engages the locking lug of the lever and prevents another translational movement of the swivel arm or carriage. Conversely, in the case of the opening pivoting movement of the swivel arm, the latching of the lever is released only when it reaches its running position. It is ensured that even with central pivot positions of the pivot arm, which are between the open running position and a closed pivot position, a translational movement can not stattfindenfinden.

Embodiments of the invention are described in more detail below with reference to the drawing. Show it: Figure 1 is a perspective view of the side rear portion of a motor vehicle with a sliding door system.

FIG. 2 shows in a perspective phase representation the sliding door of the motor vehicle according to FIG. 1 in different sliding positions; FIG.

3 shows an illustration of the upper guide rail of the sliding door system according to FIGS. 1 and 2 with two pivot arms inserted;

Fig. 4 shows details of the swivel arm of Fig. 3;

Fig. 5 seen the swivel arm of Figure 4 in the longitudinal direction of the displacement.

Fig. 6 in an enlarged view the detail VI in Fig. 3;

FIG. 7 is a schematic plan view of the arrangement according to FIG. 6 with the swivel arm close to the longitudinal stop; FIG.

8 shows the arrangement according to FIG. 7 with the swivel arm resting against the longitudinal stop;

9 shows the arrangement according to FIGS. 7 and 8 with a partially pivoted swivel arm;

FIG. 10 shows the arrangement according to FIG. 9 with the swing arm completely swiveled in; FIG. 11 is a perspective view of the lower pivot arm of the sliding door arrangement according to FIGS. 1 and 2;

FIG. 12 is a front view of the swivel arm of FIG. 11; FIG.

FIG. 13 is a perspective view of the swivel arm according to FIGS. 11 and 12 inserted into the lower guide rail; FIG.

Fig. 14 in a schematic representation of the

Speed ratios of a sliding door according to the prior art during pivoting;

Fig. 15 is a diagram of the

Individual speeds of the arrangement according to Fig. 14;

16 is a schematic representation of the speed ratios of a sliding door system according to the invention during pivoting;

17 is a diagram of the

Individual speeds of the arrangement according to Fig. 16;

18 is a perspective view of a sliding door hanger with an upper, continuous, vehicle-fixed guide rail and with a lower, door-side guide rail.

FIG. 19 shows the arrangement according to FIG. 18 with two individual upper, vehicle-fixed guide rails; FIG. FIG. 20 shows a variant of the arrangement according to FIG. 18 with a lower, vehicle-fixed guide rail arranged in the step of the door opening; FIG.

FIG. 21 shows the arrangement according to FIG. 20 with two individual upper, vehicle-fixed guide rails; FIG.

FIG. 22 shows a further exemplary embodiment with an upper and a middle vehicle-fixed guide rail and a lower door-side guide rail; FIG.

FIG. 23 shows a further variant with three vehicle-mounted guide rails arranged one above the other in the vertical direction; FIG.

Fig. 24 is a perspective view of another

Embodiment of a carriage assembly with a lever acting as a longitudinal locking lever;

Fig. 25 is an end perspective view of the assembly of Fig. 24 with details of the latched lever;

Fig. 26 is a bottom perspective view of the arrangement of Figs. 24 and 25 showing a latched locking roller.

Fig. 1 shows a perspective view of the rear area of a motor vehicle 1 using the example of a so-called van with a sliding door system. It may also be a passenger car, a pickup truck or the like. Be provided. The sliding door system of the motor vehicle 1 comprises a sliding vehicle outer door 2, guide rails 3, 4 and pivot arms 5, 6. The vehicle door 2 by means of the pivot arms 5, 6 in the guide rails 3, 4 in a Guided displaceable longitudinal direction 7 and provided for closing or for releasing a door opening 12 in a body 11 of the motor vehicle 1.

The vehicle door 2 is designed approximately rectangular and bounded by a front edge 9, a trailing edge 10, a lower edge 14 and an upper edge 54. It can also be provided any other shape of the vehicle door 2. In the region of the two upper corners of the vehicle door 2 at the points where the leading edge 9 and the trailing edge 10 merges into the upper edge 54, a respective pivot arm 5 is pivotally attached to the vehicle door 2, while the vehicle-side ends of the pivot arms 5 in a body-mounted Guide rail 3 are guided longitudinally displaceable. Instead of the continuous guide rail 3, two separate, possibly shorter rails can be provided. The guide rail 3 is mounted above the means of the vehicle door 2 to be closed door opening 12 and extends over the entire width of the door opening 12 and a further portion to the rear and is integrated into the body 11 of the motor vehicle 1.

The further guide rail 4 is mounted in the embodiment shown on the vehicle interior side of the vehicle door 2 in the region of its lower edge 14 and extends there from the front edge 9 to about the trailing edge 10. It is not closer, but in connection with the other figures described further pivot arm 6 is provided, which is hinged in the region of the lower rear corner of the door opening 12 on the body 11 and engages from the inside articulated and longitudinally displaceable in the lower, only indicated guide rail 4 shown. The lower pivot arm 6 may also be hinged to the vehicle door 2, in which case the lower guide rail 4 in Area of the lower edge of the door opening 12 is arranged body-fixed. It may also be expedient to provide the rear upper pivot arm 5 with an associated guide rail approximately at the middle height of the vehicle door 2 or at the corresponding point of the body 11. Due to the total of three pivot arms 5, 6 in the region of the two upper door corners and in the region of the lower door edge 14 a spatially determined 3-point mounting of the vehicle door 2 is formed.

The rear portion of the upper guide rail 3 is partially covered by a hinged lid 13, wherein the lid 13 is biased by a tension spring 53 in the closing direction. In the illustrated open position of the vehicle door 2, the lid 13 is held in an open position by the rear swing arm 5. With a displacement of the vehicle door 5 in the direction of the arrow 33 until fully closing the vehicle outer door 2, the cover 13 is no longer on the rear arm 5 and is due to the spring force of the tension spring 53 pivoting down closed, where he the vehicle-fixed upper guide rail 3 konturbündig with the body 11 covers.

The vehicle door 2 is provided for manual actuation and has for this purpose a door handle 35, on which the vehicle door 2 can be set into a translatory movement with one hand in the closing direction 33, wherein the vehicle door 2 by means of the pivot arms 5, 6 in the guide rails , 4 is guided longitudinally displaceable. Upon reaching a closed position 8 shown in FIG. 2, the longitudinally displaceable guide of the pivot arms 5, 6 is completed. The pivot arms 5, 6 perform a pivoting movement, which causes substantially by the kinetic energy of the previously offset in translational motion vehicle door 2 becomes. The vehicle door 2 is guided pivoting out of its parallel to the outer wall of the body 11 guided position by means of the pivoting movement in the direction of the Pahrzeuginneren until it is flush with the body 11, the door opening 12 closes. At the front edge 9 of the vehicle door 2 and the front edge of the door opening 12 to a lock 36 is provided, by means of which the door 2 is locked at its front edge 9 with the adjacent body part. At the same time there is a locking of the trailing edge 10 of the vehicle door 2 with the adjacent body 11 instead, including a private lock can be provided. In the embodiment shown, the locking of the trailing edge 10 takes place in a manner described in more detail below by means of the rear pivot arms 5, 6.

FIG. 2 shows, in a phase representation, the process of closing or opening the vehicle door 2 according to FIG. 1 in a representation of the sliding door system viewed from the vehicle interior side. In this case, five individual phase images are shown, of which in the illustration according to FIG. 2 the right-hand phase image shows the vehicle door 2 in the completely opened state and the left phase image shows the vehicle door 2 in the completely closed state. In the direction of an arrow 57, the phase images show the process of closing and, in the direction of an arrow 58, the process of opening the vehicle door 2.

After the right phase image, the fully opened vehicle door 2 is suspended in a spatially determined 3-point mounting by means of three pivot arms 5, 6, wherein two upper pivot arms 5 are approximately perpendicular to the upper guide rail 3 and the vehicle door 2 and in the upper guide rail. 3 are guided longitudinally displaceable. The lower pivot arm 6 is articulated to the body 11 (FIG. 1). attached and guided longitudinally displaceably in the lower guide rail 4, wherein the lower guide rail 4 extends on the inside of the vehicle door 2 along its lower edge 14. The lower pivot arm 6 is approximately perpendicular to the guide rail 4 and the surface of the vehicle door 2. The pivot arms 5, 6 are locked in their right angle position and allow by the longitudinal displacement in the guide rails 3, 4 an exclusively translational movement of the vehicle door 2. Die Swing arms 5, 6 keep the vehicle door 2 at a parallel distance from the outer contour of the body 11 (FIG. 1), whereby the vehicle door 2 is displaceable approximately parallel to the outer surface of the vehicle body 11 at a distance therefrom in the longitudinal direction 7 (FIG. In the fully open position of the vehicle door 2 after the right phase image results in the 3-point mounting of the vehicle door 2 in the region of its two upper corners near the leading edge 9 and the trailing edge 10 and in the lower front corner at about the point where the leading edge 9 coincides with the lower edge 14.

In the second phase representation from the right side of the display, the vehicle door 2 is partially pushed forward in the direction of the front edge 9, the lower pivot arm 6 lying approximately centrally in the lower guide rail 4. Also in this position of the vehicle door 2 results in a 3-point storage by means of the two upper pivot arms 5 at the two upper corners of the vehicle door 2 and by the lower pivot arm 6 approximately in the middle of the lower edge fourteenth

In the middle and the left phase representations, the vehicle door 2 is in a closed position 8, in which the front pivot arm 5 at the front end of the upper guide rail. 3 and the lower pivot arm 6 abuts the rear end of the lower guide rail 4. Starting from the middle representation, a further longitudinal displacement of the pivot arms 5, 6 in the respective guide rail 3, 4 is prevented by further closing the vehicle door 2 according to the phase representation in the direction of arrow 57, wherein a pivoting movement of the pivot arms. 5 , 6 is released. The vehicle door 2 is held at its two upper corners and at the rear lower corner at the location of the coincidence of the trailing edge 10 and the lower edge 14 by means of the pivot arms 5, 6 in a spatially determined 3-point storage. The pivot arms 5, 6 have at least approximately the same swing arm length, resulting in the pivotal movement of the pivot arms 5, 6 corresponding to the phase images on the left side of Fig. 2 results in a Parallelarmführung. When closing the vehicle door 2 in the sequence according to the arrow 57 or when opening in the sequence according to the arrow 58, the vehicle door 2 remains over the complete pivoting range of the pivot arms 5, 6 parallel to its open position corresponding to the right phase representations.

The guide rails 3, 4 have a substantially rectilinear course, whereby the translational displacement movement of the vehicle door 2 according to the right phase representations is substantially rectilinear, while the inward closing movement or the outward opening movement corresponding to the left phase images substantially exclusively on the pivoting movement the pivot arms 5, 6 is due.

Fig. 3 shows in a perspective view of the upper guide rail 3 according to FIGS. 1 to 2 with the two therein The two pivot arms 5 are constructed identically and provided at their respective rail-side end with a carriage 23. The carriages 23 in the guide rail 3 in the closing direction 33 are moved up to a longitudinal stop 26 described in more detail below.

Fig. 4 shows an enlarged detail view of the pivot arm 5 with the carriage 23 of FIG. 3. The pivot arm 5 is held at its door-side end in a door-mounted bracket 37 and pivotally mounted relative to the support bracket 37 about a vertical pivot axis 38. At its rail-side end of the swivel arm 5 is attached to the carriage 23 and thereby pivotable about a parallel to the pivot axis 38 extending pivot axis 39. A laterally projecting over the pivot arm 5 support arm is rigidly connected to the pivot arm 5 and carries a locking roller 32. By the rigid connection of the pivot arm 5 and the locking roller 32, if necessary, together perform a pivoting movement about the pivot axis 39. On the carriage 23 offset relative to one another two pairs of guide rollers 15, 16 and a single support roller 24 on the carriage 23 are fixed.

Fig. 5 shows in the direction of longitudinal displacement seen the pivot arm 5 of FIG. 4, wherein the carriage 23 is inserted into the upper guide rail 3. The carrying roller 24 rolls off on a lower surface 55 of the guide rail 3 and thereby serves to absorb the weight of the vehicle door 2 (FIG. 1). The swivel arm 5 is supported by means of the first guide roller 15 against a first running surface 17 of the guide rail 3 in the direction of the vehicle inner side. Furthermore, the pivot arm 5 by means of the second guide roller 16 against a second tread 18 in Supported direction of the vehicle outside. The guide rollers 15, 16 are rotatably mounted about a common axis of rotation 40 and have a different diameter. Due to the different-sized diameter ensures that the upper guide roller 16 is not applied to the first tread 17. It is a defined direction of rotation of the two guide rollers 15, 16 ensured. The two guide rollers 15, 16 may also be arranged offset in relation to one another.

The vertical axis of rotation 40 is parallel to the two pivot axes 38, 39 and parallel to the two running surfaces 17, 18. The horizontal axis of rotation 41 of the support roller 24 is parallel to the horizontal lower surface 55th

The blocking roller 32 with its axis of rotation lying parallel to the pivot axis 39 rolls on a vertical blocking surface 27 running in the longitudinal direction of the guide rail 13. If the locking roller 32 abuts the blocking surface 27 in accordance with FIG. 5, the pivoting arm 5 can not execute any pivoting movement about the pivot axis 39 as a result of the bearing of the blocking roller 32 on the laterally protruding lever extension according to FIG. 4, while the translatory displaceability in the guide rail 3 passes through Rolling the guide rollers 15, 16, the support roller 24 and the locking roller 32 is released.

Fig. 6 shows in an enlarged view the detail VI in Fig. 3. Accordingly, the carriage 23 is moved together with the pivot arm 5 in the closing direction 33 close to a longitudinal stop 26, wherein the longitudinal stop 26 is formed in the illustrated embodiment by a bent sheet metal tab , In this area, a locking device 25 for preventing one at a time pivoting and translational movement of the pivot arm 5 is provided. The locking device 25 includes in the closed position 8, the longitudinal stop 26, the locking surface 27, the locking roller 32 and a detail further described below longitudinal latch 28. The locking surface 27 does not go beyond the full length of the guide rail 3, but goes just before the longitudinal stop 26th in the longitudinal latch 28 via.

FIG. 7 shows a plan view of the arrangement according to FIG. 6, according to which the swivel arm 5 is moved in the closing direction 33 to the closed position 8. The laterally protruding on a lever arm on the pivot arm 5 locking roller 32 abrolling against the locking surface 27 and prevents pivotal movement of the pivot arm 5, while a translational movement of the pivot arm 5 is released in the closing direction 33 or in the opposite direction. The pivotably guided in the guide rail 3 pivotable arm 5 has in the illustration of FIG. 7 at a distance from the longitudinal stop 26, wherein the locking roller 32 has a distance from the longitudinal latch 28.

Fig. 8 shows the arrangement of FIG. 7, in which the pivot arm 5 abuts the longitudinal stop 26. The blocking roller 23 is thereby unrolled along the blocking surface 27 beyond the longitudinal locking device 28 and is no longer resting against the blocking surface 27.

FIG. 9 shows the arrangement according to FIGS. 7 and 8, in which the swivel arm 5 is partially pivoted in a swivel direction 42 and thereby pulls the vehicle door 2 in the direction of the vehicle interior. The locking roller 32 also performs a pivoting movement in the pivoting direction 42 and engages behind the longitudinal lock 28, wherein the locking roller 32 rolls on an inner cam track 43 of the longitudinal lock 28.

Fig. 10 shows the arrangement according to FIGS. 7 to 9, in which the pivoting arm 5 is pivoted completely inwards, thereby pulling the vehicle door 2 completely inwards. The cam track 43 of the longitudinal lock 28 is designed such that the locking roller 32 is supported outwardly and counter to the closing direction 33 (FIG. 7). In this case, the pivoting movement of the swivel arm 5 is released while a translational displacement of the swivel arm 5 along the guide rail 3 is prevented. The support of the locking roller 32 against the curved path 43 causes a body-mounted locking of the vehicle door 2 in the region of its trailing edge 10 as shown in FIG. 1.

FIG. 11 shows a perspective overview of details of the lower pivot arm 6 according to FIG. 1. The pivot arm 6 is fixed to the vehicle body 11 by means of a holding bracket 44 and is pivotably mounted about an upright pivot axis 45 on the mounting bracket 44. The mounting bracket 44 has a stop 46, which allows a pivoting movement of the pivot arm 6 from the shown perpendicularly projecting position out only in the pivoting direction corresponding to the arrow 42. At its door-side end 49, the swivel arm 6 carries two guide rollers 19, 20, whose mutually parallel, upright rotating axes 47, 48 are arranged along the longitudinal axis of the swivel arm 6.

FIG. 12 shows a front view of the swivel arm 6 according to FIG. 11, wherein the door-side end 49 is guided in the door-side, lower guide rail 4. The guide rail 4 exemplified as a U-shaped profile has an approximately U-shaped, downwardly open cross-section, wherein the guide roller 19 is within the U-section and the guide roller 20 on the vehicle side outside the U-section of the guide rail 4. One leg of the U-profile of the guide rail 4 is guided between the two guide rollers 19, 20, wherein the first guide roller 19 supports the pivot arm 6 against a first running surface 21 in the direction of the vehicle interior. Furthermore, the pivot arm 6 is supported by means of the second guide roller 20 against a second running surface 22 in the direction of the vehicle outer side. In the arrangement shown, the inside guide roller 19 bears against a longitudinal stop 29 of the guide rail 4.

13 shows a perspective overview of the arrangement according to FIG. 12, according to which the guide rail 4 has a rounded corner 50 on its upper side 51 in the region of the longitudinal stop 29. The outer side of the guide rail 4 running guide roller 20 forms a locking roller 32 which prevents pivoting movement of the pivot arm 6 at a rolling lateral contact on the lateral surface of the guide rail 4, while a translational movement in the direction of the longitudinal axis of the guide rail 4 is released. The lateral, outer running surface 22 of FIG. 12 forms a blocking surface 30, against which the locking roller 32 is supported.

The locking surface 30, the locking roller 32, the longitudinal stop 29 and the rounded corner 50 together form a locking device 25 for preventing simultaneous pivoting and translational movement of the pivot arm 6. In the position of FIG. 13, wherein the rail inside Guide roller 19 abuts the longitudinal stop 29, the rail outer guide roller 20 can roll around the rounded corner 50, as a result, a pivotal movement of the pivot arm 6 in the direction of arrow 42 (Fig. 11) is released. At the same time, the two guide rollers 19, 20 enclose the longitudinal stop 29 designed as a sheet metal tab, whereby a translational relative movement of the pivoting arm 6 parallel to the longitudinal axis of the guide rail 4 is prevented.

14 shows a schematic representation of the speed relationships of a vehicle sliding door 56 according to the prior art, according to which the trailing edge 10 is pivotally guided in the closed position on a pivoting arm 5, while the front edge 9 of the vehicle sliding door 56 is guided translationally displaceable in a longitudinal guide 52 , The translational longitudinal guide 52 is ideally illustrated in a straight line and can also have a large path radius in a real design. To execute the pivotal movement, the vehicle sliding door 56 was previously displaced by manual force in a translational speed v _t . The resulting kinetic energy of the vehicle sliding door 56 is then converted into a closing movement by the trailing edge 10 by means of the pivot arm 5 performs a pivoting movement about a pivot angle a, while the leading edge 9 undergoes a purely translational movement. An indicated mass center of gravity S of the vehicle sliding door 56 thereby moves with a longitudinal velocity V ₁ and a transverse velocity v ₂ , from which its web velocity v _{s is} composed.

In the velocity diagram of FIG. 15, the longitudinal velocity V ₁ and the lateral velocity v ₂ of FIG Mass center of gravity S according to Fig. 14 and the resulting web speed v _s as a function of the pivot angle a (Fig. 14) applied. It can be clearly seen that at the beginning of the pivoting movement at a swivel angle a = 0 °, the web speed v _{s of} the center of mass S is equal to the initially applied translational speed v _t . With increasing pivoting angle ot, the web speed v _{s of} the center of mass S decreases considerably. The kinetic energy of the vehicle door 56 is significantly reduced and may not be sufficient for a secure engagement of a door lock. For a secure closing with a correspondingly high web speed v _s in the region of a swivel angle a. of 90 ° an excessive input-side translational speed v _t with correspondingly high manual forces is required. The deceleration of the web speed v _s causes a high mechanical load of the swivel arm 5 according to FIG. 14.

Figs. 16 and 17 show the speed ratios of the vehicle door 2 according to the present invention. From a translational input speed v _t , the two swivel arms 5 shown by way of example execute a swiveling movement about the same swivel angle a, wherein both the front edge 9 and the rear edge 10 execute the corresponding swiveling motion to the same extent. The center of gravity S of the vehicle door 2 thereby moves with a longitudinal velocity V _x and a transverse velocity V ₂ , which are plotted in FIG. 17 as a function of the swivel angle a. This results in a resulting web speed v _{s of} the center of gravity S, which is constant over the entire swivel angle α and equal to the translatory input speed v _t . In the closed position near a pivot angle of oι = 90 ° a web speed v _s in the full height of the initially provided as kinetic energy translational speed v _t available, which is sufficient even at low translational velocities v _t for a secure engagement of the lock 36 (FIG. 1).

FIGS. 18 to 23 show an overview of various rail arrangements according to the invention, with which a three-point mounting of the vehicle outer door 2 over its entire rail path is ensured. The vehicle outer door 2 is shown in the open position, according to which the door opening 12 is open and the vehicle outer door 2 is pushed back in the longitudinal direction 7 relative to the direction of travel.

In the exemplary embodiment according to FIG. 18, a continuous upper guide rail 3 is provided, which is fastened to the side part of the body 11 fixed to the vehicle and overlaps the upper area of the door opening 12 and from there to the trailing edge of the vehicle outer door 2 in the opened state. Two upper door-fixed pivot arms 5 are attached to the respective front upper and rear upper corner of the vehicle outer door 2 and carry at their the body 11 and the body-mounted guide rail 3 facing ends per a carriage 23, which run in the guide rail 3. At the lower edge of the vehicle outer door 2, a door-side guide rail 4 is arranged, in which a further carriage 23 is running. The lower swing arm 6 is fixed to the vehicle body 11 fixed to the vehicle body 11 at the rear lower corner of the door opening 12 and carries the lower carriage 23.

19 shows a variant of the arrangement according to FIG. 18, in which, instead of a long, continuous guide rail 3, two guide rails 3, 3 'formed separately from one another are provided. provided and arranged body-fixed. The front upper guide rail 3 extends beyond the width of the door opening 12 above the same, while the other upper guide rail 3 'connects to the rear of the front upper guide rail 3. The two upper guide rails 3, 3 'each receive one of the two upper carriages 23. In the other features and reference numerals, the arrangement of FIG. 19 is the same as in FIG.

20, a lower guide rail 4 is provided in addition to the upper continuous long guide rail 3 corresponding to the embodiment of FIG. 18, which is fixed to the vehicle in the region of a lower step 59 of the door opening 12 and extends across the width of the door opening 12 , A lower pivot arm 6 is fixed to the lower front corner of the vehicle outer door 2 on the inside thereof and carries at its free end a carriage 23 which is received by the lower guide rail 4. The embodiment of Fig. 21 differs therefrom by the arrangement of two separate upper guide rails 3, 3 ', which are carried out according to the embodiment of FIG. 19.

In the variant of the arrangement according to FIG. 22, a total of three guide rails 3, 60, 4 are provided, which are arranged one above the other in relation to a vertical direction lying transversely to the longitudinal direction 7. The upper guide rail 3 is designed to be fixed to the vehicle and extends on the body 11 above the door opening 12 approximately over the width thereof. It takes on a carriage 23 which is supported by an upper pivot arm 5. The upper swing arm 5 is fixed to the front upper corner of the vehicle outer door 2. A further body-mounted guide rail 60 is arranged with respect to the aforementioned vertical direction in the middle region between the lower edge 14 and the upper edge 54 and mounted behind the door opening 12 on the body 11. It takes on another carriage 23, which is supported by a door-mounted pivot arm 61. The pivot arm 61 is attached to the trailing edge of the vehicle outer door 2 in the height predetermined by the guide rail 60. The further guide rail 4 is arranged on the lower edge of the vehicle outer door and corresponds, together with the associated pivot arm 6 and the carriage 23 held thereon, to the lower rail arrangement according to FIGS. 18 and 19.

The embodiment of FIG. 23 corresponds to that of FIG. 22, wherein deviating from the lower guide rail 4 according to the embodiment of FIGS. 20 and 21 fixed to the vehicle in the tread 59 of the door opening 12 is mounted, while the pivot arm 6 with the associated carriage 23 is attached to the front lower corner of the vehicle outer door 2 on the inside thereof.

In the remaining features and reference numerals, the embodiments according to FIGS. 18 and 23 correspond to one another and to the exemplary embodiments according to FIGS. 1 to 17. Another embodiment of the arrangement of a carriage 23 with a guide rail 3 is shown in the perspective view of FIG. 24. The carriage 23 is translationally displaced in the closing direction 33 up to the longitudinal stop 26 arranged at the end. During the translational displacement of about a pivot axis 39 on the carriage 23 is pivotally supported pivot arm 5 with a stop 64 in a 5 ', 64' designated running position 70. The pivot arm 5 'is querab in the raceway 70 approximately at a right angle to the longitudinal axis of the guide rail 30 and the closing direction 33. From the running position 70 out of the swing arm 5 'can be pivoted in the direction of an arrow 67 in a pivoting position 73. Generally applies in connection with Fig. 24 that in any pivot position 73 of the pivot arm is provided with the contact surface with the reference numerals 5 and 64, while in the running position 70 by the reference numeral 5 'and 64' is marked.

On the carriage 23, a parallel to the closing direction 33 arranged lever 62 is pivotally mounted about a parallel to the pivot axis 39 pivot axis 65 in the form of a journal. The lever 62 has at its longitudinal stop 26 facing the end of a detent 69, which is part of a arranged at the rail end locking device 25. Furthermore, the locking device 25 includes the longitudinal stop 26 for the carriage 23, which is designed as an angled plate with a rail-fixed locking edge 68. The detent 69 and the locking edge 68 are transverse to the closing direction 33 and together form a lock for the carriage 23, with a translational displacement of the carriage 23 against the closing direction 33 from the closed position 8 shown can be prevented out. On the lever 62 acts a torsion spring 66, which presses the latching nose 69 of the lever 62 in the direction of an arrow 74 behind the locking edge 68.

At its end opposite the latching lug 69, the lever 62 facing the pivoting arm 5 'is provided with an actuating stop 63 which is provided for cooperation with the abutment surface 64' of the pivoting arm 5 '. During the translational displacement of the carriage 23 in the closing direction 33 or in the opposite direction suppressed the pivoting arm 5 'standing transversely in the running position 70 with its contact surface 64' against the actuating stop 63. As a result, the lever 62 is counter to the preload tension of the torsion spring 66 and counter to the pivoting direction indicated by the arrow 74 from the locked position shown here in FIG pivoted so far that the latching nose 69, the locking edge 68 can not engage behind. A free longitudinal displacement of the carriage 23 is ensured. In particular, in the case of a longitudinal displacement in the closing direction 33 and when the closed position 8 is reached, the latching lug 69 can run past the latching edge 68 in the closing direction 33 until the carriage 23 abuts against the longitudinal stop 26. In this phase of the closing operation of the vehicle outer door 2 (FIG. 1), the translatory movement of the carriage 23 with the swivel arm 5 'is completed. The swivel arm 5 'immediately begins to pivot about the pivot axis 39 in the direction of the arrow 67, with the support bracket 37 for the vehicle outer door 2 (FIG. 1) arranged at the opposite end of the swivel arm 5 also performing an opposite swiveling movement about its pivot axis 38 ,

From its running position 70 out of the swing arm 5 passes through the pivoting movement in the direction of arrow 67 is an approximately 90 ° amount angular range of pivot positions 73, while a translational movement of the carriage 23 is prevented. For better clarity, the pivot arm 5 is shown only in its closed, approximately parallel to the guide rail 3 pivot position 73, wherein the abutment surface 64 is lifted from the actuating stop 63 of the lever 62. In this case, the torsion spring 66 pivots the lever 62 in the direction of the arrow 74 such that the latching nose 69 engages behind the latching edge 68. The drawing of Fig. 24 can still be seen that already at the transition of the swing arm 5 from its running position 70 in a subsequent pivot position 73, the contact surface 64 'from the actuating stop 63 lifts. The actuating stop 63 is pressed by the torsion spring 66 only against the contact surface 64 'until the locking lug 69 completely engages behind the locking edge 68. In all subsequent pivoting positions 73 along the arrow 67, the contact surface 64 is lifted from the actuating stop 63, wherein the lever 62 is locked. A lock and thus a prevention of the translational movement of the carriage 23 is not given only in the fully closed pivot position of the pivot arm 5, but already almost to any pivot positions 73, which differ from the running position 70.

It is readily apparent that the detent 69 of the lever 62 and also the locking edge 68 of the formed from bent sheet longitudinal stop 26 transversely to the longitudinal direction of the Guide rail 3 are located and thus in the locked state prevent a translational movement of the carriage 23 in the longitudinal direction of the guide rail 3. It can be seen that the carriage 23 is guided rollingly with guide rollers 16 in the guide rail 3, wherein the guide rail 3 in turn is bolted to a mounting rail 71. The pivoting arm 5 with its two end pivot axes 38, 39 is approximately parallel to the guide rail 3. Especially with regard to the leadership of the carriage 23 with guide rollers 16 and other management and stop means the arrangement shown here with the according to FIGS 10 match. A perspective bottom view of the arrangement according to FIGS. 24 and 25 is shown in FIG. 26, according to which a support arm 72 screwed rigidly to the pivot arm 5 carries a locking roller 32 which, in the locked position shown, opposes the closing direction 33 against a longitudinal lock 28 of the guide rail 3 is supported. As a result, in addition to the lever 62 (FIGS. 24 and 25), a translational longitudinal displacement of the pivoting arm 5 against the closing direction 33 from the closing direction 8 is prevented.

To open the vehicle outer door (Fig. 1) is pivoted in accordance with the arrangement of FIGS. 3 to 10 of the pivot arm 5 against the arrow 67 about the pivot axis 39, wherein the locking roller 32 also performs this pivotal movement about the pivot axis 39 and thereby the longitudinal latch 28 lifts. During the pivoting operation, despite the lifted state of the locking roller 32 of the carriage 23 is locked as shown in FIGS. 24 and 25 by means of the lever 62 until finally the contact surface 64 '(Fig. 24) by contact with the actuating stop 63 and this blocking picks. In this case, the swivel arm 5 'has reached its running position 70 (FIG. 24) in which the blocking roller 32, as shown in FIG. 26, in an indicated running position indicated by the reference numeral 32' on an outside, in FIGS. 24 and 26 shown Locking surface 27 rolls off. This rolling movement takes place during the entire translational displacement of the pivoting arm 5 'and the carriage 23 (Fig. 24) along the guide rail 3, wherein the rigid connection of the locking roller 32 with the pivot arm 5 by means of the support arm 72 at the same time pivoting movement of the pivot arm. 5 '- As well as the embodiment of FIGS. 3 to 10 - prevented.

Claims

claims

1. Sliding door system of a motor vehicle (1), which is provided for manual actuation, comprising a vehicle outer door (2), a guide rail (3, A _j _

60) and at least one pivot arm (5, 6, 61), wherein the vehicle door (2) by means of the pivot arm (5, 6 _j _

61) in the guide rail (3, 4, 60) in a longitudinal direction (7) and in the region of a closed position (8) of the vehicle door (2) is pivotally guided, characterized in that with respect to the longitudinal direction (7) a front, a Leading edge (9) of the vehicle door (2) pivotally leading and in the region of the front edge (9) attacking pivot arm (5, 6) and a rear, a trailing edge (10) of the vehicle door (2) pivotally leading and attacking at the trailing edge (10) Swivel arm (5, 6, 61) are provided.

2. Sliding door system according to claim 1, d a d u r c h e c e n e c i n e in that a total of three pivot arms (5, 6, 61) are provided to form a spatially determined 3-point storage.

3. Sliding door system according to claim 1 or 2, characterized in that the pivot arms (5, 6, 61) with an at least Form approximately the same Schwenkarmlänge a Parallelarmführung.

4. Sliding door system according to one of claims 1 to 3, d a d u r c h e c e n e c e in that a vehicle-side guide rail (3, 60) in a body (11) of the motor vehicle (1) and a door-side guide rail (4) in the vehicle door (2) is integrated.

5. Sliding door system according to claim 4, d a d u r c h e c e n e c e s in that the vehicle-fixed guide rail (3) above a means of the vehicle door (2) to be closed door opening (12) is attached.

6. Sliding door system according to claim 4 or 5, d a d u r c h e c e n e c e s in that the vehicle-fixed guide rail (3) by means of a particular in the closing direction spring-biased cover (13) is covered.

7. Sliding door system according to one of claims 4 to 6, characterized in that the vehicle-fixed guide rail (60) relative to a transversely to the longitudinal direction (7) lying high direction in the central region of a lower edge (14) and an upper edge (54) of the vehicle door (2) and behind the door opening (12) on the body (11) is mounted.

8. Sliding door system according to one of claims 4 to 7, characterized in that the guide rail (4) on the door side in the region of the lower edge (14) of the vehicle door (2) is mounted.

9. Sliding door system according to one of claims 4 to 8, d a d u r c h e c e n e c e s in that the guide rail (4) fixed to the vehicle in the region of a lower tread (59) of the door opening (12) is mounted.

10. Sliding door system according to one of claims 1 to 9, d a d u r c h e c e n e c e in that the guide rails (3, 4, 60) have an at least substantially rectilinear course.

11. Sliding door system according to one of claims 1 to 10, d a d u r c h e c e n e c e s in that the pivot arm (5, 6, 61) by means of a first guide roller (15, 19) against a first tread

(17, 21) of the guide rail (3, 4, 60) in the direction of the vehicle interior side and by means of a second guide roller (16, 20) against a second tread

(18, 22) of the guide rail (3, 4, 60) is supported in the direction of the vehicle outer side.

12. Sliding door system according to claim 11, characterized in that the guide rollers (15, 16) on a carriage (23) are arranged, on which the pivot arm (5, 6, 61) is articulated.

13. Sliding door system according to claim 12, characterized in that in the longitudinal direction (7) offset from each other two pairs of guide rollers (15, 16) on the carriage (23) are provided.

14. Sliding door system according to claim 12 or 13, characterized in that on the carriage (23) at least one carrying roller (24) for the weight of the vehicle door (2) is provided.

15. Sliding door system according to one of claims 1 to 14, d a d u r c h e c e n e c e in that a locking device (25) for preventing a simultaneous pivoting and translational movement of the pivot arm (5, 6, 61) is provided.

16. Sliding door system according to claim 15, characterized in that for forming the locking device (25) the guide rail (3, 4, 60) in the closed position (8) has a longitudinal stop (26, 29) and a locking surface extending in the longitudinal direction (7)

(27, 30), which merges in the region of the longitudinal stop (26, 29) in a longitudinal latch (28, 31), and in that on the pivot arm (5, 6) on the locking surface (27, 30) rolling, in the closed position (8) with the longitudinal lock (28, 31) cooperating locking roller (32) is arranged.

17. Sliding door system according to claim 15 or 16, characterized in that the locking device (25) comprises a pivotable about a pivot axis (65) lever (62) with a transverse to the closing direction (33) locking lug (69), wherein the latching lug (69) is provided for engagement behind a rail-fixed locking edge (68).

18. Sliding door system according to claim 17, characterized in that the lever (62) has an actuating stop (63) which is provided for such interaction with a contact surface (64) of the pivot arm (5) that in a querab to the guide rail (3) stationary Running position (70) of the swivel arm (5) abuts the abutment surface (64) on the actuating abutment (63) and thereby the lever (62) is unlocked, and in that the transition surface of the swivel arm (5) from its running position (70) into a swivel position (73) 64) is lifted from the actuating stop (63) and thereby engages behind the latching lug (69) of the lever (62) in particular under the action of a spring bias the locking edge (68).