Motor vehicle door lock

Abstract

A vehicle door adjustment unit for a motor vehicle sliding door, having a deflection device for deflecting a rope for automatically opening and/or closing the motor vehicle sliding door. The vehicle door adjustment unit comprises the rope and a first deflection roller and a second deflection roller, in particular having a U-shaped or V-shaped rope receiving profile, wherein a first deflection axis of the first deflection roller and a second deflection axis of the second deflection roller are substantially oriented perpendicular to one another.

Claims

1. A motor vehicle door adjustment unit for a motor vehicle sliding door, having a deflection device for deflecting a rope for automatically opening and/or closing the motor vehicle sliding door, the motor vehicle door adjustment unit comprising: the rope, a first deflection roller, and a second deflection roller having a U-shaped or V-shaped rope receiving profile, wherein a first deflection axis of the first deflection roller and a second deflection axis of the second deflection roller are substantially oriented perpendicular to one another, wherein the first deflection roller and the second deflection roller are surrounded by a common housing, and wherein the common housing has a first cavity for the first deflection roller and a second cavity for the second deflection roller, the first cavity being connected to the second cavity by an orifice opening having a maximum opening width which is larger than a diameter of the rope and smaller than 1.5 times a thickness of the first deflection roller or the second deflection roller, wherein the first deflection axis and the second deflection axis have a distance to one another which is smaller than a total of a first diameter of the first deflection roller and a second diameter of the second deflection roller.

2. The motor vehicle door adjustment unit according to claim 1, wherein a distance between the first deflection axis and the second deflection axis runs orthogonally to the first deflection axis and/or orthogonally to the second deflection axis.

3. The motor vehicle door adjustment unit according to claim 1, wherein a distance between the first deflection axis and the second deflection corresponds to a first radius of the first deflection roller or a second radius of the second deflection roller.

4. The motor vehicle door adjustment unit according to claim 1, wherein the rope runs from the first deflection roller directly to the second deflection roller.

5. The motor vehicle door adjustment unit according to claim 1, wherein the rope runs tangentially to the first deflection roller and tangentially to the second deflection roller.

6. The motor vehicle door adjustment unit according to claim 1, wherein the rope is tensioned between the first deflection roller and the second deflection roller.

7. The motor vehicle door adjustment unit according to claim 1, wherein the rope is configured to be deflected by the first deflection roller by at least 90°.

8. The motor vehicle door adjustment unit according to claim 1, wherein the rope is configured to be deflected by the second deflection roller by at least 15°.

9. The motor vehicle door adjustment unit according to claim 1 further comprising a guide formed as a cover configured to guide and protect the rope in front of and/or behind the deflection device.

10. The motor vehicle door adjustment unit according to claim 9, wherein the guide is firmly connected to the common housing of the first deflection roller and the second deflection roller.

11. The motor vehicle door adjustment unit according to claim 9, wherein the guide forms a Bowden cable cover and/or the cover and the rope form a Bowden cable.

12. The motor vehicle door adjustment unit according to claim 1, wherein the first deflection roller and the second deflection roller have an identical diameter and/or are of an identical construction.

13. The motor vehicle door adjustment unit according to claim 1, wherein the distance is smaller than a total of a first radius of the first deflection roller and a second radius of the second deflection roller.

14. The motor vehicle door adjustment unit according to claim 7, wherein the rope is configured to be deflected by the first deflection roller by at least 135°.

15. The motor vehicle door adjustment unit according to claim 14, wherein the rope is configured to be deflected by the first deflection roller by at least 180°.

16. The motor vehicle door adjustment unit according to claim 8, wherein the rope is configured to be deflected by the second deflection roller by at least 30° and at most 135°.

17. The motor vehicle door adjustment unit according to claim 16, wherein the rope is configured to be deflected by the second deflection roller by at least 90°.

Description

BRIEF DESCRIPTION OF DRAWINGS

(1) Exemplary embodiments of the invention are explained in further detail hereinafter on the basis of figures. Features of the exemplary embodiments can be individually or severally combined with the stressed object.

(2) The following are shown:

(3) FIG. 1: Diagrammatic illustration of the inside of the motor vehicle chassis with a motor vehicle door adjustment unit for a motor vehicle sliding door

(4) FIG. 2: Partial sectional illustration of the deflection device

(5) FIG. 3: Diagrammatic illustration of the cavities of the deflection device housing

(6) FIG. 4: Illustration of the deflection device

DETAILED DESCRIPTION

(7) FIG. 1 shows a wall-like motor vehicle chassis side from inside, into which a multitude of components 7, of which FIG. 1 only exemplarily and diagrammatically illustrates two thereof, e.g. loudspeaker or electronic component, are integrated.

(8) A motor vehicle sliding door is attached in a translatorily movable manner laterally on the outside of the wall-like motor vehicle chassis side or the motor vehicle along a guide rail 11 (covered in FIG. 1 and illustrated by a dot-dashed line), so that the sliding door can be pushed backwards and forwards in a lengthwise direction for opening and closing.

(9) A motor vehicle door adjustment unit with a drive 10 is provided for automatic opening preferably also closing of the motor vehicle sliding door. In the present case, the drive 10 is not attached to the sliding door, but firmly attached to a dedicated point on the motor vehicle chassis adjacent to the other components 7.

(10) In an open position of the motor vehicle sliding door, the sliding door is located behind the view in FIG. 1.

(11) A rope 1, which can move the sliding door by means of the drive 10 from the open position to the closed position, i.e. to the left side in the view of FIG. 1, is connected to the drive 10 at one end and to the sliding door at the other end.

(12) From the first end of the rope 1, which is connected or coupled to the sliding door by means of a rope end connection, the rope 1 runs via an external rope route section 12 preferably at the level of the guide rail 11, in particular centrally on the outside of the motor vehicle chassis side to an orifice 15 from the outside to the inside of the motor vehicle chassis side.

(13) In this orifice 15, the first deflection roller 3 is rotatably accommodated on a vertical first deflection axis 6 in order to deflect the rope 1 in a U-shape around the wall-type motor vehicle chassis side.

(14) From the first deflection roller 3 the rope 1 runs directly to a second deflection roller 4 which is rotatably accommodated on a second deflection axis 8 horizontally and orthogonally on the motor vehicle chassis side. A rope route section lying between the first and second deflection roller 3, 4 extends along a common tangential line 13 to the first and second deflection roller 3, 4, such that the rope 1 after detachment from the first deflection roller 3 in a state tensioned in a straight-line parallel to the guide rail 11 and parallel to the motor vehicle chassis side is superimposed on the second deflection roller 4.

(15) After detachment from the second deflection roller 4 an internal rope route section is connected which runs in a curved manner, i.e. in particular partially spiral-shaped or coiled, past the components 7 to the drive 10. The rope 1 on the internal rope route section is partially or completely protected by a cover 9 and is guided past the components 7 in the aforementioned manner.

(16) In order to close the motor vehicle sliding door, the rope 1 is now protracted by means of the drive 10 to the drive 10. The rope 1 therefore moves under tension along a path with the length of the translatory path from the sliding door from the open position into the closed position of the motor vehicle sliding door around the first deflection roller 3 and is deflected by the second deflection roller 4 in its direction by means of the cover 9 in the direction of the drive 10.

(17) The drive 10 advantageously encompasses at least two rollers, whereby on the first roller a first rope 1 is wound during closure and a second rope is unwound by a second roller. The second rope is connected at one end to the sliding door and to the drive 10 at the other end.

(18) If the door is opened, the second rope is guided by means of a second deflection device which is not illustrated. The second rope is protracted by the drive 10 to the drive so that opening of the door is triggered. The second rope is wound accordingly on the second roller within the drive 10 and the first rope 1 is simultaneously unwound on the first roller.

(19) Rotations around the own axis of the rope 1 within the cover 9 on the internal rope route section are effectively prevented by the second deflection roller 4 substantially oriented perpendicular to the first deflection roller 3 on widening of the first deflection roller 3. It is obvious that the same also applies to the second deflection device which is not illustrated.

(20) Advantageously, the deflection device is selected such that it is capable of overcoming a sealing force. It is also conceivable to cause closure of the motor vehicle sliding door to a pre-latching position, so that a non-illustrated closure aid brings the door against the sealing force into the closed position.

(21) FIG. 2 shows the inside of the deflection device 2 with the first deflection roller 3 and the second deflection roller 4 which are of an identical construction in one embodiment.

(22) The first and second deflection rollers 3, 4 are disc-shaped or have a disc-like shape. The deflection rollers 3, 4 have a rope receiving profile on the circumferential surface which is preferably U-shaped or V-shaped. The rope 1 is preferably lies adjacent centrally in the trough of the U-shape or centrally in the V-shape. In particular, the rope receiving profile of the first deflection roller 3 and/or the second deflection roller 4 is in particular adjusted to the rope diameter, that the rope 1 can lie adjacent two-dimensionally on the deflection roller 3, 4. Especially great static friction can thus be attained.

(23) The first deflection roller 3 and the second deflection roller 4 are arranged such that both deflection rollers 3, 4 have a common tangential line 13. This tangential line 13 has the diameter of the rope 1 for the purpose of the present application, so that a rope 1 also running parallel to the guide rail 11 and lying adjacent centrally in the trough of the first and second deflection roller 3, 4 can be described as tangential to the first deflection roller 3 and the second deflection roller 4, although both deflection rollers 3, 4 are oriented perpendicular and shiftably to one another.

(24) Because in reality a first tangential line extends centered in the trough on the lateral receiving profile of the first deflection roller 3 extending along the circumference, precisely parallel at a distance corresponding to the rope diameter to a second tangential line centered in the trough on the rope receiving profile of the second deflection roller 4 extending along the circumference. Thus, the rope 1 can be tensioned parallel to the guide rail 11 between the first and second deflection rollers 3, 4. For a simplified description with only a slight deviation, a common tangential line 13 of the first and second deflection roller 3, 4 was referred to above.

(25) As shown in FIG. 2, the first deflection axis 6 and the second deflection axis 8 have a distance 5 orthogonally to the first deflection axis 6 and orthogonally to the second deflection axis 8 which is larger than the first radius of the first deflection roller 3 and is smaller than the total of the first radius of the first deflection roller 3 and the second radius of the second deflection roller 4. In particular, the distance 5 substantially amounts to the total of the first radius and the half second radius. An especially short distance 5 and thus especially effective stoppage of rotation of the rope 1 around its own axis can thus be enabled.

(26) FIG. 2 shows a coordinate system with the coordinate axes x, y and z, whereby the x-axis runs along the motor vehicle, i.e. along the motor vehicle chassis side and thus also along the guide rail 11. The y-axis extends orthogonally, i.e. parallel to the second deflection axis 8. The z-axis is orthogonal to the x-axis and the y-axis.

(27) The rope 1 is deflected by the first deflection roller 3 by 180° and subsequently by the second deflection roller 4 by 30° (FIG. 2).

(28) In FIG. 2, the rope 1 is accommodated by the external rope route section 12 with a feed angle 15 of 90° to the y-axis from the first deflection roller 3. The discharge angle 16 of the internal rope route section 14 to the x-axis or to the tangential line 13 is 30° in FIG. 2. An especially effective inhibition or prevention of widening of a rotation of the rope 1 around its own axis can thus be attained.

(29) To connect the rope 1 to the sliding door and/or the drive different embodiments are possible of the rope end connections and their connection to the rope 1. In one embodiment, a rope end connection is equipped as a bulb-shaped, spherical or fir-shaped fitting soldered or sealed to the end of the rope. In a further embodiment, the rope end connection has the shape of an eyelet, a hook, a threaded bolt or a knob. In a further embodiment, a rope end connection is provided for with an adjustment means for tensioning of the rope 1. The connection of the rope end connection to the rope 1 can be executed by sealing, soldering or screwing.

(30) In one embodiment, the rope has a rotated wire bundle or rotated strands in order to provide an extremely high tensile strength rope 1 at especially low cost.

(31) In one embodiment, the cover 9 is hose-shaped and/or permits a flexible change in direction during installation. The rope 1 can thus be installed in an especially space-saving manner.

(32) In one embodiment, the rope 1 and the cover 9 form a Bowden cable. Opening and closing of the motor vehicle sliding door by the drive can thus be enabled.

(33) FIGS. 3 and 4 show the structure of the housing 17 (hidden in FIG. 1) of the deflection device 2 with a first cavity 18 for the first deflection roller 3 which is connected by means of an orifice opening 20 with a second cavity 19 for the second deflection roller 4. The cavities 18, 19 are thus adapted to the deflection rollers 3, 4 such that the deflection rollers 3, 4 are predominantly or completely surrounded by the housing 17 and/or only have a narrow gap to an internal surface of the housing 17, i.e. the surfaces of a cavity 18, 19. Thus, not only are the deflection rollers 3, 4 protected from soiling and other influences shortening the lifespan, but the deflection device 2 can simultaneously be used to also protect the inside of the chassis from the external environmental influences and to attain a sealing effect from moisture and similar influences to a certain extent. For this purpose, the deflection device 2 is attached in one embodiment within the orifice 15 or partially or completely covering the orifice 15.

(34) The rope 1 passes an orifice opening 20 with the dimensions in the x-direction and the z-direction of crucially the thickness, i.e. extension in the deflection axis direction, the disk shape of the first deflection roller 3. By means of this comparatively narrow orifice opening 20 and the zig-zag course of the cavity 18, 19 in addition to connection by means of the orifice opening 20 the penetration of external substances inside the chassis can be efficiently counteracted.