WO2020049264A1

WO2020049264A1 - An opening mechanism for a vehicle door

Info

Publication number: WO2020049264A1
Application number: PCT/GB2019/000127
Authority: WO
Inventors: Michal SIMKO
Original assignee: Individual
Current assignee: Individual
Priority date: 2018-09-07
Filing date: 2019-09-06
Publication date: 2020-03-12
Anticipated expiration: 2021-03-07
Also published as: GB201814588D0

Abstract

An opening mechanism (3) for a vehicle door (2), comprising a lower mechanism (4) configured to connect between the vehicle body and a lower part of the door (2) and to support the weight of the door (2) in use when the door (2) is opened and closed; an upper mechanism (5) configured to connect between the vehicle body and an upper part of the door (2), and to support the upper part of the door (2) during opening and closing, and wherein the lower mechanism (4) is configured to operate so that in use as the door (2) is opened/closed, the door (2) simultaneously both swings inwards/outwards and slides rearwards/forwards, relative to the vehicle body.

Description

An opening mechanism for a vehicle door

FIELD

The present invention relates to an opening mechanism for a vehicle door.

BACKGROUND

Sliding mechanisms for vehicle doors are known. These generally allow the door to move outwards a short distance from the body of the vehicle before sliding either forwards or rearwards, to open the door and allow ingress or egress from the vehicle.

US5,921 ,613 describes and shows an arrangement where a swing-out sliding door of a vehicle body is guided without a centre guide rail. One linearly constructed guide rail respectively is fixed within the door opening on its upper and lower edge on the vehicle body side. A roller carriage to which the sliding door is linked by way of a control arm parallelogram travels in each guide rail. One closing roller respectively guided in each guide rail travels at the end of the door closing sliding movement into a circular closing groove branching off the guide rail in the direction of the sliding door. The closing roller is fixed to one of the control arms of the control arm parallelogram. The closing groove is constructed such that its curvature center in the door closing position of the roller carriage coincides with the roller-carriage-side hinge axis of the control arm carrying the closing rollers.

US20090051194A1 describes and shows a vehicle rear door articulating and sliding mechanism including an articulating hinge assembly having a hinge arm pivotally mounted to a vehicle C-pillar at one end thereof, and a vehicle rear door pivotally and slidably mounted to the hinge arm at an opposite end of the hinge arm. A guide track may be mounted to the rear door, and a slide block may be pivotally mounted to the hinge arm and slidably attached to the guide track. The hinge arm may be disposed at first and second angular positions relative to the guide track when the rear door is respectively disposed in closed and opened positions, and the slide block may be disposed at first and second positions along a length of the guide track when the rear door is respectively disposed in the closed and opened positions, to thus provide articulating and sliding movement of the rear door.

US20110131767A1 describes and shows a sliding door for a vehicle that comprises a guide rail and a sliding carriage which is longitudinally movably mounted on the guide rail and which is connected with the vehicle body by a multiple joint. The sliding door furthermore comprises a centring element at its end facing away from the multiple joint. To improve the sliding door, the centring element includes a centring surface which rests against the counter surface integral with the body, when the sliding door is closed.

In this specification where reference has been made to patent specifications, other external documents, or other sources of information, this is generally for the purpose of providing a context for discussing the features of the invention. Unless specifically stated otherwise, reference to such external documents is not to be construed as an admission that such documents, or such sources of information, in any jurisdiction, are prior art, or form part of the common general knowledge in the art.

SUMMARY

It is an object of the present invention to provide an opening mechanism for a vehicle door which goes some way to overcoming the abovementioned disadvantages or which at least provides the public or industry with a useful choice.

The term“comprising” as used in this specification and indicative independent claims means“consisting at least in part of. When interpreting each statement in this specification and indicative independent claims that includes the term“comprising”, features other than that or those prefaced by the term may also be present. Related terms such as“comprise” and“comprises” are to be interpreted in the same manner.

As used herein the term“and/or" means“and” or“or”, or both.

As used herein“(s)” following a noun means the plural and/or singular forms of the noun.

Accordingly, in a first aspect the present invention may broadly be said to consist in an opening mechanism for a vehicle door, comprising: a lower mechanism configured to connect between the vehicle body and a lower part of the door and to support the weight of the door in use when the door is opened and closed; an upper mechanism configured to connect between the vehicle body and an upper part of the door, and to support the upper part of the door during opening and closing; the lower mechanism configured to operate so that in use as the door is opened/closed, the door swings inwards/outwards and rearwards/forwards, relative to the vehicle body.

In an embodiment, the lower mechanism is configured so that the door

simultaneously both swings inwards/outwards and slides rearwards/forwards, relative to the vehicle body.

In an embodiment, the lower mechanism comprises a four bar linkage, connecting between substantially the lower part of the vehicle door and car body. In an embodiment, the opening mechanism further comprises a door slider assembly connected to the vehicle door, and comprising a primary door rail, a primary slider, a secondary slider/toothed rack, and a double gear, the primary slider, secondary slider, and double gear configured so that movement of the primary slider or the secondary slider causes movement in the opposite direction of the secondary slider or the primary slider.

In an embodiment, the opening mechanism further comprises a push rod connecting between an arm of the four-bar linkage and the secondary slider so that in use as the arm moves it pushes the secondary slider to cause rotation of the double gear and therefore movement of the primary slider in the opposite direction to the secondary slider.

In an embodiment, the push rod is connected to the front arm of the four-bar linkage.

In an embodiment, the upper mechanism comprises an upper arm with connecting joints substantially at either end of the upper arm, a rail located in or on the vehicle body, the inner end of the upper arm connected to the rail via a connecting joint and the rail and inner end configured so that the inner end can move relative to the vehicle body along the rail, the outer end connecting to the door via the connecting joint at the outer end, the outer connecting joint configured to allow rotational and swivelling movement of the arm relative to the vehicle door.

In an embodiment, the rail is located in the vehicle cantrail.

In an embodiment, the opening mechanism further comprises a slider, configured to move along the rail.

In an embodiment, the outer connecting joint comprises a ball joint.

In an embodiment, the inner connecting joint comprises a revolute joint.

In an embodiment, the arm is substantially at least twice as long as the inwardly bent portion of the rail.

In an embodiment, the upper mechanism comprises an upper arm with connecting joints substantially at either end of the upper arm, the inner and outer connecting joints configured to allow rotational and swivelling movement of the arm relative to the vehicle door.

In an embodiment, the connecting joints comprise spherical joints.

In an embodiment, the upper mechanism comprises a waist gooseneck arm connecting between the door and the vehicle body. In an embodiment, the gooseneck arm formed in two parts and further comprises a central gooseneck adaptor configured to allow the two parts to rotate relative to one another.

In an embodiment, the inner end of the arm comprises a revolute joint.

In an embodiment, the opening mechanism further comprises a sliding rail, in use located on the top inner edge of the door, the outer end of the arm connected to the rail by a slider configured to allow sliding movement along the door rail and swivelling movement up and down.

In an embodiment, the upper mechanism comprises a rail, a slider, and an arm, the rail in use mounted on the door, the slider connected to the outer end of the arm and configured to slide along the rail, the inner end of the arm configured for rotational connection to the body.

In an embodiment, the opening mechanism further comprises an adaptor assembly connecting between the arm and the slider, configured to allow the arm to rotate relative to the slider.

With respect to the above description then, it is to be realised that the optimum dimensional relationships for the parts of the invention, to include variations in size, materials, shape, form, function and manner of operation, assembly and use, are deemed readily apparent and obvious to one skilled in the art, and all equivalent relationships to those illustrated in the drawings and described in the specification are intended to be encompassed by the present invention.

This invention may also be said broadly to consist in the parts, elements and features referred to or indicated in the specification of the application, individually or collectively, and any or all combinations of any two or more said parts, elements or features, and where specific integers are mentioned herein which have known equivalents in the art to which this invention relates, such known equivalents are deemed to be incorporated herein as if individually set forth.

Therefore, the foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modifications and changes will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly, all suitable modifications and equivalents may be resorted to, falling within the scope of the invention.

BRIEF DESCRIPTION OF THE FIGURES Further aspects of the invention will become apparent from the following description which is given by way of example only and with reference to the accompanying drawings which show an embodiment of the device by way of example, and in which:

Figure 1 shows a perspective view from the front looking rearwards, and to the side and above, of a vehicle fitted with an embodiment of the opening mechanism to it's left-rear door.

Figures 2a - 2d show a sequential opening sequence for the door of figure 1 , using the opening mechanism of an embodiment of the present invention, the door moving from a closed position against the vehicle body to an open position outwards from the vehicle body and to the rear of the door aperture, the mechanism having a lower mechanism assembly and an upper mechanism assembly.

Figures 3a - 3d show a perspective view from inside the vehicle looking outwards, of the opening mechanism and door of figures 1 and 2, the figures showing,

sequentially, the door and mechanism going from a closed position against the vehicle body to an open position.

Figures 4a - 4d show the mechanism of figures 3a - 3d from the same angle and in the same sequence, with the door not present (mechanism only).

Figure 5 shows a perspective view of the lower mechanism looking outwards and downwards from above, the lower mechanism shown in the open position, the lower mechanism connected to the vehicle door via a door slider assembly.

Figure 6 shows a perspective view from above and looking outwards of the door slider assembly of the lower mechanism.

Figure 7 shows a perspective view from the rear looking forwards of the lower mechanism of figures 5 and 6 in a 90% open position.

Figure 8 shows a perspective view of the door slider assembly of figure 6 in a closed position.

Figure 9 shows an exploded perspective view of the lower mechanism in an open position.

Figure 10 shows a perspective view of a vehicle and vehicle door from the front looking rearwards fitted with a first embodiment of the upper mechanism, the door in the open position.

Figure 11 shows a perspective view of the upper mechanism of figure 10. Figures 12a - 12d show perspective views of the vehicle and door of figure 10, fitted with the first embodiment of the upper mechanism in a sequential opening sequence.

Figures 13a - 13d shows the same sequence from the same angle as figures 12a - 12d, except with only the upper and lower mechanisms and the vehicle door shown.

Figures 14a- 14d show close up views of the same sequence from the same angles as for figures 12 and 13, showing detail of the upper mechanism and it's operation.

Figure 15 shows a perspective view of a vehicle and vehicle door from the front looking rearwards fitted with a second embodiment of the upper mechanism, the door in the open position.

Figure 16 shows a perspective exploded view of the second embodiment of upper mechanism, and also showing the vehicle cantrail and part of the door.

Figures 17a - 17d show a sequential close-up perspective view of the second embodiment of the opening mechanism going from a mostly-dosed position to an open position.

Figure 18 shows a perspective view of a vehicle and vehicle door fitted with the second embodiment of upper mechanism in an open position.

Figure 19 shows a perspective view of a vehicle and vehicle door fitted with a third embodiment of upper mechanism in an open position.

Figure 20 shows a partly exploded perspective view of the upper mechanism showing detail of a door waist slider for connection to the vehicle door, and the connection to the vehicle body.

Figure 21 shows an exploded perspective view of the third embodiment of connection mechanism.

Figures 22a - 22d show perspective exploded views of a vehicle door and the third embodiment of connection mechanism, the connection mechanism moving from the closed to the open position.

Figure 23 shows a perspective view form the front and above looking inwards of a further embodiment of the upper mechanism, with the door shown in a fully open position.

Figure 24 shows a close-up view of the mechanism of figure 23

Figure 25 shows an exploded close-up view of the mechanism of figures 23 and 24

Figure 26 shows the mechanism of figures 23 to 25 in use with a car door. DETAILED DESCRIPTION

Embodiments of the invention, and variations thereof, will now be described in detail with reference to the figures.

A vehicle 1 containing the opening mechanism for a vehicle door of the present invention is shown in figure 1. This embodiment of the vehicle door opening mechanism will be described with particular reference to the vehicle's left-rear door 2. However, it should be noted that the mechanism is applicable to both front and rear door on either side, with the mechanism reversible to allow for example a front door to slide forwards. The mechanism can be also used on different vehicle types - for example but not limited to: coupe, convertible, MPV, SUV, salon, estate, hatchback, 7-seater, minibus, and so on.

In this specification, where reference is made to x-, y- or z- axes, these should be considered as follows: the x-axis is aligned along the vehicle, running front-rear; the y-axis is aligned across the vehicle, side-side, and; the z-axis is aligned up-down.

The vehicle door opening mechanism, generally designated as mechanism 3 comprises two main portions or sub-groups: an upper mechanism generally designated as upper mechanism 4 and a lower mechanism generally designated as lower mechanism 5.

The lower mechanism 5 is connected to the lower part of the door 2, and supports the weight of the door 2. The upper mechanism 4 assists with control of movement of the door 2 along the Y-axis.

The upper and lower mechanisms will now be described in detail.

Lower Mechanism

The lower mechanism 5 is shown in figures 3a - 3d, and 4a - 4d. Figures 3a, 3b, etc correspond with an equivalent 4a, 4b, etc (3a corresponding with 4a, 3b with 4b, etc). Each pair shows the mechanism with the door present, and without the door (e.g. 3a with the door present, and 4a without the door present), with the mechanism at the same position. The figures show, sequentially, the door and mechanism going from a closed to an open position.

Lower mechanism 5 is configured so that the door can both swing outwards and slide rearwards simultaneously. Lower mechanism 5 has the general form of a four-bar linkage, and supports the weight of the door in the Z-axis while controlling motion of the door motion in the X- and Y- axes. The lower part of the door is constrained in all directions. Rotational moment can take place around both the Z-axis (rotation Mz) and the Y-axis (rotation My), and this movement is supported and controlled via the upper mechanism 4. (Y-axis rotation (moment "My") of the lower door is controlled via the upper mechanism).

Lower mechanism 5 will now be described with particular reference to figures 5 to 9.

The four-bar linkage of the lower mechanism 5 comprises: a body bracket 6, that connects the lower mechanism 5 to the vehicle 1 ; front and rear arms 7, 8, and; a door slider assembly 9.

When the door is opened, the arms 7, 8 rotate/pivot around their inner end (which is rotationally connected to the body bracket 6), and the door 2 rotates/pivots around their outer ends, to move the door 2 outwards and rearwards.

As the door 2 moves outwards and rearwards, it also slides rearwards on the door slider assembly 9.

Door Slider Assembly

In an embodiment, the door slider assembly 9 comprises: a primary door rail 10; primary slider 11 ; secondary slider/toothed rack 12; double gear 13, and; push rod 14. The primary door rail 10 is connected rigidly to the vehicle door 2.

As the front arm 7 rotates, it pushes the secondary slider/toothed rack 12 via push rod 14. As the secondary slider/toothed rack 12 slides forwards or backwards, it causes rotation of double gear 13, which in turn causes movement of the primary door rail 10 in the opposite direction to the secondary slider/toothed rack 12. In this manner, as the door 2 is opened, the door 2 slides backwards simultaneously with moving outwards and rearwards via the arms.

In alternative embodiments, the door slider assembly operates via an electronic and/or hydraulic coupling. This embodiment is substantially the same as the embodiment described above, but without the secondary slider/toothed rack and double gear. The push rod 14 is optionally present.. The 'outwards and rearwards' swing motion is carried out via a first electronic or hydraulic drive unit (not shown) connected so as to operate as part of the door slider assembly, and the 'slide' motion is controlled via a second electronic or hydraulic drive unit (not shown), also connected so as to operate as part of the door slider assembly.

So swing-slide motion of the lower mechanism can be either coupled mechanically, or electronically, or hydraulically. It should be noted that the although in the preferred embodiment the lower mechanism is used in conjunction with the slider assembly, the lower mechanism can also be used by itself - without the slider mechanism present.

Upper Mechanism

As noted above, the upper mechanism 4 assists with control of movement of the door 2 along the Y-axis. The upper mechanism 4 controls and supports the upper part of the door 2 in the Y-direction only. That is, it controls the distance of the upper part of the door 2 from the vehicle 1 along a predefined path.

Embodiments of upper mechanism 4 will now be described with reference to the figures.

Angled rail slider

A first embodiment of upper mechanism 4a is shown in figures 10 - 14.

In this embodiment, an angled rail assembly 15 connects between the upper front comer of the door 2 at the outer end of the angled rail 17 at the inner end to the vehicle's cantrail 16.

As shown in figure 11 , the angled rail assembly 15 comprises a rail 17, a slider 18, an upper arm 19, a ball joint 20 and a revolute joint 21. As shown in the figures, slider 18 can run on a curved rail.

As the vehicle door 2 opens, moving outwards and rearwards, with it's weight supported by the lower mechanism 5, the upper mechanism moves as shown in figures 12, 13, and 14, with the outer end of the upper arm 19 rotating in both the Mz and Mx directions. The inner end of the upper arm 19 is connected to the rail 17 via the slider 18, which moves along the rail 17. The rail 17 is located and fixed rigidly with the cantrail 16.

As can be seen, the rail 17 does not have to be parallel with the horizontal plane (ground). As shown, the rail can be positioned at an angle with the horizontal plane. The angled in use movement allows for more design freedom and packaging space. This allows the angled rail assembly 15 to be used for a coupe, salon, or other vehicle types, and for use with a vehicle that has a lowered roof at the rear. The angled rail assembly 15 illustrates that the rail can also be fitted at an angle towards the centre of the vehicle, allowing the angled rail assembly 15 to be easily packaged inside of the cantrail without affecting the attributes of the vehicle engineering, or the design. As the angled rail assembly 15 is fully packaged inside of the cantrail panel, there is more head clearance for the passengers.

Both the lower and the upper mechanisms 5, 4a operate simultaneously, as a single unit. The lower mechanism 5 carries the weight of the door 2 and the upper mechanism 4a controls the distance of the upper part of the door 2 from the vehicle body-side. The rail and the slider can be of any type, size and shape, as long as they act to constrain the door in the same or similar manner to that described herein, and either acting as an independent unit to, or in combination with, a lower mechanism the same or similar to that described herein, or any other lower mechanism based on a similar principle.

Relative to one another, the curved part of the rail 17 (pointing inwards towards the vehicle) is short and the arm 19 is long (with the exact size and proportions depending on the vehicle and the project). This mechanism, with a long upper arm 19, allows the door 2 to swing a significant distance outwards - see for example figure 10. However, because the rail 17 is short this allows the angled rail assembly 15 to be used unobtrusively on nearly all vehicle types, and reduces the intrusion inside of the vehicle interior. The short rail 17 doesn’t take much of the occupant’s head space inside of the vehicle. The short rail 17 allows the mechanism to be packaged inside of the vehicle cantrail (behind the headliner), a location where the mechanism doesn’t interfere with the occupants head clearances. Another advantage is the possibility to fit an alternative roof types such as a glass roof, or fully automated sunroof. The arm is extended in order to accelerate the motion of the door outboards when the door is open. Thus the door 2 is able to move significant distance outboards via a relatively short rail. Therefore the mechanism/assembly 15 is able to swing the door 2 all the way to its desired location.

Simple arm

A second embodiment of upper mechanism 4b is shown in figures 15 - 18.

In this embodiment, an arm assembly formed from an arm 22 and joints 23 connects between the upper part of the door 2 at the outer end of the arm 22, and at the inner end to the vehicle's cantrail 16.

As for the embodiment described above, the arm 22 supports the upper part of the door 2 in the Y-direction only, with the weight of the door 2 carried by the lower mechanism 5. The arm 22 maintains the distance of the upper part of the door 2 from the vehicle 1. The arm 22 is joined to the door 2 and the body side via simple spherical joints 23 at either end, although other types of joints can be used. The joints 23 allow rotational movement around Z-axis as well as slight up and down flex movement of the arm 22.

As for the embodiment described above, the lower mechanism 5 takes the load and the upper arm 22 controls the opening direction of the upper part of the door 2. The upper arm 22 is located inside the cantrail channel between the door seals. Hence when the door 2 is closed, the arm is not visible. The length, size and shape of the arm 22 can be altered depending on the type of vehicle to which the mechanism 3 is fitted.

Goose Neck

A third embodiment of upper mechanism 4c is shown in figures 19 - 22.

In this embodiment, a waist gooseneck arm 24 connects between the door 2 at the outer end of the arm 24, and the body of the vehicle 1. The gooseneck arm is formed in two parts with a central gooseneck adaptor 28 that allows the two parts to rotate relative to one another to adapt to various shapes of doors and various types of vehicles. However the gooseneck can also be implemented as a single rigid part only - without the ergonomic joint adaptor. The rigid gooseneck can be used for the doors where the upper door rail 27 is parallel with the ground, and where the swing/slide motion of the upper and lower mechanisms 4 and 5 run parallel to each other. Hence depending on the requirement for a particular type of vehicle, the gooseneck can be adjusted accordingly. It should be noted that the embodiment described here is a complex version for non-parallel movement.

In this embodiment, the inner end of the arm 24 is fixed in position on the vehicle body by a revolute joint 25. A sliding rail 27 is located on the top inner edge of the door 2 (next to the door waist seal). The outer end of the arm is connected to the rail 27 by a slider 29 that allows sliding movement along the door rail 27, and swivelling movement up and down (generally in the direction of the Z-axis).

As for the other embodiments, the motion of the upper mechanism 4c is driven by the lower mechanism 5. The lower mechanism 5 translates the motion to the upper mechanism 4c via the door waist rail 27, which is rigidly attached to the vehicle door 2. The gooseneck arm 24 rotates simultaneously with the motion of the lower mechanism 5 to maintain the distance of the upper part of the door 2 from the body- side. The ergonomic joint adaptor, as described above, ensures that the door waist rail 27 does not need to be parallel with the horizontal plain (the ground), and it can be twisted slightly so that the front end of the rail points downwards, towards the ground. The goose-neck flexes and adjusts to the surface of the rail positioned in angle.

As shown in figures 19 and 20, the rail 27 is positioned next to the door waist seal, to form a discrete slot for the slider 29. By positioning the rail 27 in this manner, the slot for the rail 27 is hidden and appears to be part of the door waist seal, and is potentially useable as part of a combined door waist and slider slot seal.

As noted above, the rail 27 does not need to be perpendicular with the rotational axis of the goose-neck and hence it is in angle pointing slightly downwards at the corner of the door. There are two reasons for this:

Firstly, so that the slider 29 can be hidden underneath the outer door skin, as shown in the figures. When closing the door 2, as the slider 29 approaches the edge of the door 2, it gradually moves downwards and underneath the outer panel of the door 2, so that when the door is closed, the slider 29 is not visible from the inside, nor from the outside.

Secondly, as the slider 29 moves down into the corner, it follows the natural curvature of the door 2 and therefore doesn’t clash with the door 2, and during this movement the slider can maintain a position close to the internal face of the door outer. That is, the angle of the rail allows it to be packaged inside of the door.

Enhanced access mechanism

A fourth embodiment of upper mechanism 4d is shown in figures 23 - 26. This embodiment has the advantage of enhanced vehicle access for the passengers. The system can be implemented for both front and rear doors and there is also possibility to remove the B-pillar to further increase the door opening area.

The upper mechanism 4d in this embodiment comprises a rail mounted on the door - the door upper rail 30, a slider 31 , an arm 32 and an adaptor assembly 33 between the arm 32 and the slider 31. The mechanism 4d supports the upper part of the door in the Y-direction only, the weight of the door (Z axis direction) is carried by the lower mechanism 5. The arm 32 maintains the distance of the upper part of the door from the vehicle. The motion of the upper mechanism 4d is driven by the door lower mechanism (4-bars linkage/slider). The lower mechanism translates the motion to the upper mechanism 4d via the door upper rail 30, which is rigidly attached to the upper door part. The arm 32 maintains the perpendicularity constraint with the rail 30. Therefore, as the door slides backwards, the curvature of the rail 30 forces the arm 32 to rotate and to maintain the distance from the vehicle body. The adaptor assembly 33 ensures that movement and connection is maintained throughout the various angle and height variations during the door's opening and closing movement. This helps to ensure that the door can be fitted to various vehicle types and shapes. In this embodiment, the sliding rail 30 is mounted on the door and the slider is mounted on the body. The rail-slider mechanism can either run parallel with the ground (Z axis movement is fixed), so both Z and Y axis door movement are controlled, or it can be adapted so that the door is free to move in the z-axis, as shown in figures 23 - 26, and to adapt for height changes. As shown in particular in figure 26, as the upper mechanism moves through the opening/closing movement, the rotational axis of the arm 32 is not perpendicular to the ground, causing rotation outboards and upwards. In this manner the upper mechanism adapts to height variation of the door when it slides backwards and forwards. All lengths, angles and positions are adjustable, so the mechanism can be implemented for various car types.

An opening mechanism for a vehicle door configured according to the current invention has several advantages: the simultaneous/coupled sliding and swinging movement allows a smooth and controlled, and liner, opening and closing movement, which can take place over a shorter time span than for sequential sliding and swinging movements, and in a more controlled manner; the door does not have to move parallel to the ground or only in one plane, and the angle can change depending on the position through the opening/closing cycle (that is, the door can angle outwards away from the vehicle, and be supported by the upper mechanism).

Claims

1. An opening mechanism for a vehicle door, comprising:

a lower mechanism configured to connect between the vehicle body and a lower part of the door and to support the weight of the door in use when the door is opened and closed;

an upper mechanism configured to connect between the vehicle body and an upper part of the door, and to support the upper part of the door during opening and closing;

the lower mechanism configured to operate so that in use as the door is opened/closed, the door swings inwards/outwards and rearwards/forwards, relative to the vehicle body.

2. An opening mechanism for a vehicle door, wherein the lower mechanism is configured so that the door simultaneously both swings inwards/outwards and slides rearwards/forwards, relative to the vehicle body.

3. An opening mechanism for a vehicle door as claimed in claim 1 or claim 2 wherein the lower mechanism comprises a four bar linkage, connecting between substantially the lower part of the vehicle door and car body.

4. An opening mechanism for a vehicle door as claimed in claim 3 further comprising a door slider assembly connected to the vehicle door, and comprising a primary door rail, a primary slider, a secondary slider/toothed rack, and a double gear, the primary slider, secondary slider, and double gear configured so that movement of the primary slider or the secondary slider causes movement in the opposite direction of the secondary slider or the primary slider.

5. An opening mechanism for a vehicle door as claimed in claim 4 further comprising a push rod connecting between an arm of the four-bar linkage and the secondary slider so that in use as the arm moves it pushes the secondary slider to cause rotation of the double gear and therefore movement of the primary slider in the opposite direction to the secondary slider.

6. An opening mechanism for a vehicle door as claimed in claim 5 wherein the push rod is connected to the front arm of the four-bar linkage.

7. An opening mechanism as claimed in any one of claims 1 to 6 wherein the upper mechanism comprises an upper arm with connecting joints substantially at either end of the upper arm, a rail located in or on the vehicle body, the inner end of the upper arm connected to the rail via a connecting joint and the rail and inner end configured so that the inner end can move relative to the vehicle body along the rail, the outer end connecting to the door via the connecting joint at the outer end, the outer connecting joint configured to allow rotational and swivelling movement of the arm relative to the vehicle door.

8. An opening mechanism as claimed in claim 7 wherein the rail is located in the vehicle cantrail.

9. An opening mechanism as claimed in claim 7 or claim 8 further comprising a slider, configured to move along the rail.

10. An opening mechanism as claimed in any one of claims 7 to 9 wherein the outer connecting joint comprises a ball joint.

11. An opening mechanism as claimed in any one of claims 7 to 10 wherein the inner connecting joint comprises a revolute joint.

12. An opening mechanism as claimed in any one of claims 7 to 11 wherein the arm is substantially at least twice as long as the inwardly bent portion of the rail.

13. An opening mechanism as claimed in any one of claims 1 to 6 wherein the upper mechanism comprises an upper arm with connecting joints substantially at either end of the upper arm, the inner and outer connecting joints configured to allow rotational and swivelling movement of the arm relative to the vehicle door.

14. An opening mechanism as claimed in claim 13 wherein the connecting joints comprise spherical joints.

15. An opening mechanism as claimed in any one of claims 1 to 6 wherein the upper mechanism comprises a waist gooseneck arm connecting between the door and the vehicle body.

16. An opening mechanism as claimed in claim 15 wherein the gooseneck arm formed in two parts and further comprises a central gooseneck adaptor configured to allow the two parts to rotate relative to one another.

17. An opening mechanism as claimed in claim 15 or claim 16 wherein the inner end of the arm comprises a revolute joint.

18. An opening mechanism as claimed in any one of claims 15 to 17 further comprising a sliding rail, in use located on the top inner edge of the door, the outer end of the arm connected to the rail by a slider configured to allow sliding movement along the door rail and swivelling movement up and down.

19. An opening mechanism as claimed in any one of claims 1 to 6 wherein the upper mechanism comprises a rail, a slider, and an arm, the rail in use mounted on the door, the slider connected to the outer end of the arm and configured to slide along the rail, the inner end of the arm configured for rotational connection to the body.

20. An opening mechanism as claimed in claim 19 further comprising an adaptor assembly connecting between the arm and the slider, configured to allow the arm to rotate relative to the slider.

21. An opening mechanism for a vehicle door, comprising:

an upper mechanism configured to connect between the vehicle body and an upper part of the door to support the upper part of the door during opening and closing, the upper mechanism comprising a waist gooseneck arm connecting between the door and the vehicle body.

22. An opening mechanism as claimed in claim 21 wherein the gooseneck arm formed in two parts and further comprises a central gooseneck adaptor configured to allow the two parts to rotate relative to one another.

23. An opening mechanism as claimed in claim 21 or claim 22 wherein the inner end of the arm comprises a revolute joint.

24. An opening mechanism as claimed in any one of claims 21 to 23 further comprising a sliding rail, in use located on the top inner edge of the door, the outer end of the arm connected to the rail by a slider configured to allow sliding movement along the door rail and swivelling movement up and down.

25. An opening mechanism for a vehicle door, comprising:

an upper mechanism configured to connect between the vehicle body and an upper part of the door to support the upper part of the door during opening and closing, the upper mechanism comprising a rail, a slider, and an arm, the rail in use mounted on the door, the slider connected to the outer end of the arm and configured to slide along the rail, the inner end of the arm configured for rotational connection to the body.

26. An opening mechanism as claimed in claim 25 further comprising an adaptor assembly connecting between the arm and the slider, configured to allow the arm to rotate relative to the slider.