Motor vehicle door

Abstract

The invention relates to a motor vehicle door which is fitted with a motor vehicle door lock and an associated locking bolt and with a stop device with corresponding damping elements. Said stop device interacts, at least when the locking bolt engages in the motor vehicle door lock, with the relevant locking bolt for damping the movements thereof. According to the invention, said stop device is fitted with at least one deflection lever and a transmission lever. In this respect, the deflection lever interacting with the locking bolt is designed to at least partially absorb the movement of the locking bolt.

Claims

1. A motor vehicle door, with a motor vehicle door latch having a catch, a pawl, an infeed section and pertaining locking bolt that traverses a course through the infeed section to a pre-latching position to a main latching position, the motor vehicle door comprising: a stop device positioned externally from the motor vehicle door latch, the stop device comprising: a deflection lever positioned to directly contact the locking bolt when the locking bolt moves along the course through the infeed section, wherein movement of the locking bolt along the course through the infeed section moves the deflection lever and attenuates movement of the locking bolt; and a transfer lever, wherein movement of the deflection lever directly moves the transfer lever.

2. The motor vehicle door in accordance with claim 1, wherein the deflection lever is equipped with impulse absorption for the locking bolt.

3. The motor vehicle door in accordance with claim 2, wherein the impulse absorption is effective via a course of the locking bolt through the infeed section.

4. The motor vehicle door in accordance with claim 3, wherein the impulse absorption works up to a maximum of half of an entire course of the locking bolt through the infeed section.

5. The motor vehicle door in accordance with claim 2, wherein the impulse absorption comprises an attenuation element and offsetting contour defined on the deflection lever.

6. The motor vehicle door in accordance with claim 5, wherein the deflection lever defines a control contour for interaction with the transfer lever.

7. The motor vehicle door in accordance with claim 6, wherein the offsetting contour and the control contour of the deflection lever are arranged on an edge turned away from the locking bolt.

8. The motor vehicle door in accordance with claim 6, wherein the offsetting contour and the control contour connect to one another and define a contour changing area.

9. The motor vehicle door in accordance with claim 8, further comprising an attenuation element, wherein the attenuation element attenuates movement of the transfer lever which attenuates movement of the deflection lever.

10. A procedure for attenuation of the closure movement of a motor vehicle door, with a motor vehicle door latch having a catch, a pawl, an infeed section and pertaining locking bolt, the procedure comprising: positioning a deflection lever and a transfer lever externally from the motor vehicle door latch; moving the locking bolt toward the catch; before the locking bolt contacts the catch, directly contacting the locking bolt with the deflection lever; after directly contacting the locking bolt with the deflection lever, attenuating further movement of the locking bolt toward the catch by moving the deflection lever with the locking bolt; and wherein moving the deflection lever directly moves the transfer lever.

11. The motor vehicle door in accordance with claim 2, wherein the impulse absorption comprises an attenuation element on the deflection lever.

12. The motor vehicle door in accordance with claim 11, wherein the deflection lever defines a control contour for interaction with the transfer lever.

13. The motor vehicle door in accordance with claim 12, wherein the control contour of the deflection lever is arranged on an edge turned away from the locking bolt.

14. The motor vehicle door in accordance with claim 2, wherein the impulse absorption comprises an offsetting contour defined on the deflection lever.

15. The motor vehicle door in accordance with claim 14, wherein the deflection lever demonstrates a control contour for interaction with the transfer lever.

16. The motor vehicle door in accordance with claim 15, wherein the offsetting contour and the control contour of the deflection lever are arranged on an edge turned away from the locking bolt.

17. The motor vehicle door in accordance with claim 16, wherein the offsetting contour and the control contour connect to one another and define a contour changing area.

18. The motor vehicle door in accordance with claim 9, wherein the attenuation element is selected from the group consisting of: a hydraulic attenuator, an elastomer attenuator, a spring attenuator and combinations thereof.

19. The motor vehicle door in accordance with claim 1, wherein the deflection lever extends over the infeed section of the of the motor vehicle door latch so that the deflection lever contacts the locking bolt when the locking bolt is positioned within the infeed section.

20. The motor vehicle door in accordance with claim 1, further comprising an attenuation element, wherein the attenuation element attenuates movement of the transfer lever which further attenuates movement of the deflection lever.

21. The motor vehicle door in accordance with claim 1, further comprising a connecting panel, wherein the motor vehicle door latch is arranged behind the connecting panel and wherein the deflection lever is interposed between the motor vehicle door latch and the connecting panel or the motor vehicle door latch is interposed between the deflection lever and the connecting panel.

Description

BRIEF DESCRIPTION OF THE DRAWING

(1) Hereinafter, the invention is explained in further detail on the basis of a sketch which only depicts an execution example.

(2) FIG. 1 shows a plan view of the motor vehicle door in accordance with the invention with a motor vehicle door latch, locking bolt and pertaining stop device with corresponding attenuation element in diagrammatic form.

(3) FIG. 2 shows a side view of the motor vehicle door latch, stop device and internal door panel in accordance with one embodiment of the invention.

(4) FIG. 3 shows a side view of the motor vehicle door latch, stop device and internal door panel in accordance with an alternative embodiment of the invention.

DETAILED DESCRIPTION OF THE DRAWING

(5) The FIGURE depicts a motor vehicle door which comprises in principle an internal door panel 1a, a connecting panel 1b and finally an external door panel 1c. The only depiction in the FIGURE shows a view of the connecting panel 1b connecting the internal door panel 1a and the external door panel 1c. The connecting panel 1b may be located on the front side of the motor vehicle door formed as a motor vehicle side door. The front side in question or the connecting panel 1b is equipped with an infeed section 2 for a locking bolt 3. The locking bolt 3 is connected to a motor vehicle chassis or in the present case a doorpost 4 of the motor vehicle chassis.

(6) As soon as the motor vehicle door is closed to the right in the arrow direction depicted, the locking bolt 3 enters the infeed section 2 and can thus interact with a motor vehicle door latch 5 or a locking mechanism of the motor vehicle door latch 5 which is not depicted. Both the start position traversed and the end position of the locking bolt 3 shown in semi-colons corresponded to this. Furthermore, a course completed by the locking bolt 3 hereby. As usual, the locking mechanism comprises a catch 12 and a pawl 13. In the example shown, the motor vehicle door latch 5 is arranged behind the connecting panel 1b.

(7) The locking bolt 3 entering the motor vehicle door latch 5 via the infeed section 2 ensures that the catch 12 and also the entire locking mechanism is initially transferred into a pre-latching position and then a main latching position. The main latching position regularly corresponds to the motor vehicle door being closed in relation to the motor vehicle chassis 4. The internal door panel 1a is then located in direct proximity to the doorpost 4 or the motor vehicle chassis 4, whereby here only a compressed rubber door seal is interposed.

(8) In order to now attenuate the movement of the locking bolt 3 along its entire course or at least a part of its course, a stop device 6, 7 is provided for with a corresponding attenuation element 8. In the execution example the stop device 6, 7 comprises a deflection lever 6 and a transfer lever 7. The transfer lever 7 works on the attenuation element 8, whereas the deflection lever 6 interacts with the locking bolt 3, as explained in greater detail below.

(9) The attenuation element 8 may be a hydraulic attenuator, an elastomer attenuator, a spring attenuator or also combinations thereof. The attenuation element 8 generally ensures that the locking bolt 3 is decelerated or its movement attenuated along its course. This occurs within the scope of the invention in such a way that a staggered impulse absorption of the movement impulse transferred from the locking bolt 3 to the motor vehicle door latch 5 takes place.

(10) The deflection lever 6 interacting with the locking bolt 3 in accordance with the invention for this purpose is at least partially set up to absorb the movement of the locking bolt 3. This means the movement of the locking bolts 3 along its course is at least partly absorbed by the deflection lever 6 alone, This means without additional pressurization of the transfer lever 7 and consequently the attenuation element 8.

(11) For this purpose, the deflection lever 6 is equipped with a movement absorption or impulse absorption 6a in accordance with the invention. In actual fact, the deflection lever 6 in the present case is formed as a deflection lever and pivotably located around a pertaining rotational axis 9. The rotational axis 9 is typically defined by a pertaining bolt for absorption of the deflection lever 6. This bolt can be connected to an adapter plate 11 indicated by dotted lines or also a latch 5, which describes the motor vehicle door latch 5 in the execution example. The adapter plate 11 is arranged between the connecting panel 1b and the latch 5.

(12) The transfer lever 7 in the present case is formed as a deflection lever. Like the deflection lever 6, the transfer lever 7 also possesses a pertaining rotational axis 10, defined by a bolt 10. The bolt 10 may again be connected to the adapter plate 11 or the latch 5.

(13) The movement absorption or impulse absorption 6a in the execution example is an offsetting contour 6a on the deflection lever 6. Furthermore, the deflection lever 6 demonstrates another inlet contour 6d, which is turned towards the locking bolt 3 and interacts with it. Furthermore, the deflection lever 6 is equipped with a control contour 6. In the execution example, the impulse absorption or offsetting contour 6a and the control contour 6c are connected via a contour changing area 6b. This means that the control contour 6c connects to the offsetting contour 6a and both contours 6a, 6c are connected by means of the contour changing area 6b. The control contour 6c, the contour changing area 6b and the offsetting contour 6a are arranged on the edge of the deflection lever 6 turned away from the locking bolt 3.

(14) The transfer lever 7 has a reaction contour 7a. According to the position of the deflection lever 6 the reaction contour 7a of the transfer lever 7 interacts with the offsetting contour 6a on the one hand or the control contour 6c of the deflection lever 6 on the other hand. In the change of the adjacency of the reaction contour 7a from the offsetting contour 6a to the control contour 6c naturally an interaction of the reaction contour 7a of the transfer lever 7 with the contour changing area 6b of the deflection lever takes place in the short term. Finally, the transfer lever 7 is equipped with an attenuation contour 7b in addition to the reaction contour 7a. The attenuation contour 7b of the transfer lever 7 works on the attenuation element 8.

(15) The stop device 6, 7 can be of a modular construction overallwith or without the attenuation element 8. In the execution example, the adapter plate 11 which houses the bolt 9, 10 and thus defines the rotational axes 9, 10 for the deflection lever 6 on the one hand and the transfer lever 7 on the other hand is indicated in dotted lines. Thus, the stop device 6, 7 is regularly arranged between the adapter plate 11 and the latch 5 in the intermediate space defined there. Because the adapter plate 11 is connected to the latch 5 or screwed to this, for example, with the interposition of spacer sleeves. Thus, the attenuation module, 6, 7, 9. 10, 11 defined thus can optionally be interposed between the motor vehicle door latch 5 and the connecting panel 1b as shown in FIG. 2. Alternatively, latch 5 can optionally be interposed between attenuation module 6, 7, 9, 10, 11 and connecting panel 1b as shown in FIG. 3.

(16) It operates as follows. A closure movement of the motor vehicle door in relation to the motor vehicle chassis 4 indicated by an arrow in the FIGURE corresponds to the internal door panel 1a approaching the doorpost or the motor vehicle chassis 4 in general. Thus, the locking bolt 3 can enter the infeed section 2. The locking bolt 3 completes the course overall in this process. By means of this relative movement of the locking bolt 3 compared to the motor vehicle door latch 5 on the one hand the locking mechanism which is not depicted is transferred into the motor vehicle door latch 5, initially into its pre-latching position and then into its main latching position. On the other hand, the locking bolt 3 ensures that the stop device 6, 7 and the attenuation element 8 is pressurized and thus ensures movement attenuation of the locking bolt 3. This means that the locking bolt 3 is decelerated in this process, its movement is attenuated. Thus, the noise evolution in relation to previous execution forms is also considerably improved.

(17) In order to achieve this in detail, the stop device 6, 7 possesses the deflection lever 6 and the transfer lever 7, which are both connected via shifting contours 6a, 6b 6c on the one hand and 7a on the other hand are mechanically connected. In actual fact, the deflection lever 6 possesses relevant movement absorption or impulse absorption 6a, which is at least partially set up for the movement absorption of the locking bolt 3 alone.

(18) In principle, the deflection lever 6 could also be equipped on its inlet contour 6d turned towards the locking bolt 3 with a buffer pocket or a comparable attenuation element, which is not depicted within the scope of the execution example, however.

(19) In accordance with the invention, the stop device 6, 7 accomplishes a staggered impulse absorption of the movement impulse transferred from the locking bolt 3 to the motor vehicle door latch 5. To this end, the movement absorption or impulse absorption 6a is only effective over a certain part of the course of the locking bolt 3. In the execution example, the design is such that the impulse absorption or movement absorption 6a or the offsetting contour 6a used at this point on the deflection lever 6 only works or is effective up to a maximum of half of the entire course of the locking bolt 3, and starting with the position of the locking bolt 3 pertaining to the open position of the door and depicted traversed.

(20) This means that the starting position of the deflection lever 6 not depicted in the sole FIGURE corresponds to the reaction contour 7a of the transfer lever 7 being adjacent on the offsetting contour 6a of the deflection lever 6. Pertaining to this is a pivoting movement of the deflection lever 6 starting from the depicted position in the sole FIGURE around the pertaining rotational axis 9 in an anti-clockwise direction.

(21) If only the locking bolt 3 enters the infeed section 2, it meets the inlet contour 6d, which is initially designed in an arched shape and then runs straight. Thus, the deflection lever 6 is pivoted around its rotational axis 9 in a clockwise direction. As a consequence of this, the reaction contour 6a of the transfer lever 7 initially glides along the offsetting contour 6a. As the offsetting contour 6a is more or less straight in this process in the first half of the course of the locking bolt 3 and only a slight pivoting movement is generated by the clockwise movement of the deflection lever 6, the reaction contour 7a of the transfer lever 7 is not or practically not pressurized. This means the locking bolt 3 in the first area or the first half of its course experiences attenuation such that its movement is transformed into a rotational movement of the deflection lever 6, which does not however or virtually does not lead to additional pressurization of the attenuation element 8.

(22) Only if the locking bolt 3 has pivoted the deflection lever 6 so far in a clockwise direction around its rotational axis 9 that the reaction contour 7a on the transfer lever 7 initially reaches the contour changing area 6b and subsequently the control contour 6c, the attenuation element 8 is pressurized. Because this process primarily depicted in the FIGURE corresponds to the control contour 6c at an angle in relation to the offsetting contour 6a elevating the reaction contour 7a of the transfer lever 7 so to speak. In any case, the adjacency of the control contour 6c on the reaction contour 7a of the transfer lever 7 pivots this transfer lever 7 around its rotational axis 10 in an anti-clockwise direction. As a consequence hereof, the attenuation contour 7b works on the attenuation element 8 and (additionally) the locking bolt 3 is hereby attenuated in its movement.

(23) Thus, an especially effective attenuation is provided. Because the impulse of the locking bolt 3 on the motor vehicle door latch 5 is converted in a staggered manner on the one hand into a pivoting movement of the deflection lever 6 and on the other hand into a combined pivoting movement of both levers 6, 7 including additional attenuation with the aid of the attenuation element 8. Thus, the energy associated with the movement impulse in question can be absorbed especially effectively and via a significant course or ultimately the entire course of the locking bolt 3 and ultimately converted into heat. As a consequence hereof, considerably improved noise evolution must be reckoned with in relation to the state of the art.