CA2220872C

CA2220872C - Vehicule door for car and truck

Info

Publication number: CA2220872C
Application number: CA002220872A
Authority: CA
Inventors: Giok Djien Go
Original assignee: Individual
Current assignee: Individual
Priority date: 1995-11-17
Filing date: 1996-11-07
Publication date: 2002-10-29
Anticipated expiration: 2016-11-07
Also published as: CA2220872A1; WO1997018964A1; AU7620296A; ATE182529T1; DE19543706A1; DE19680994D2; DE59602574D1; EP0869878B1; EP0869878A1

Abstract

On closing the door, that is conventionally hinged to the vehicle body, keys of interengagable assemblies smoothly engage with mating receptacles located on both pillars, the vehicle roof and side rail. The smooth interengagement is ensured by the adjusting mechanisms of the keys, located on the front, rear, upper and lower reinforced portion of the door, to reduce large clearances between them and their receptacles to minimum tolerances. In an accident the door tightly mates with the door-aperture of vehicle body whereby energy is distributed to the integrated vehicle body.
In the second feature of invention, the interengagable assemblies of a vehicular couple, consisting of the portion of the door and a member of the vehicle body, are arranged in at least two operating planes.
In the third feature, the deformation of the series-connected doors and their common pillar is constrained in an accident owing to an extension member, rigidly attached to the common pillar, accommodating the keys, which tightly mate with the receptacles located on the rear portion of the front door and the front portion of the rear door.
In the fourth and fifth feature, the interengagable assemblies of the vehicular couple are arranged in multi-operating planes thus cutting costs associated with less adjusting work to reduce large clearances to small tolerances.

This inventive technology is applicable for other door-types such as tailgate-, sliding side-, cargo-, lift gate door, trunk cover and hood to define a substantially stiffer vehicle body whereby stress is enormously decreased in an accident.

Description

A VEHICUI,E DOOR FOR CAR AND TRUCK
CROSS REFERI?NCE TO RELATED APPLICATIONS
This is a continuation-in-part application of co-pending international application number PCT/DE 96/02120 (WO 97/18984, European Patent Doc. EP 0869878 B1) filed Nov.
7, 1996.

1 e) 1. Field of the Invention:
The present invention relates generally to vehicle doors and, more particularly, to interengaging assemblies which structurally integrate all vehicle doors, when closed, with the vehicle roof, both side rails ( sill portions) arranged along the vehicle floor, all pillars (post sections or pillar portions) and the flanges of door apertures of a vehicle body thereby 1;i distributing energy to all tliose vehicular members, lowering stress thereof, preventing passenger ejection and enhancing survival chance in the event of any collision (front, side and/or rear collision) or rollover.

2. Discussion of the Prior Art:
In order to formulate in single terminology a generalized definition for the proper term is 2~) presented:
Definition: Proper Term:
"series-connected doors of one vehicle side are series-connected doors"
"girder" panel, shell, beam etc. according to FEM and Technical Mechanics "window-guide windo'N-pane tracks 6, 6B, 6.1, 6.2, 6.1B, 6.2B, 6.1a, charnels" of window 6.2a, 6..1 aB, 6.2aB
pane (glass) "door cavity" space between the outer and inner panel of the door "door detachment" vehicle: door becomes detached from the vehicle body "mating parts of mating parts of an interengaging assembly such as key &
interengagirzg receptacle, liook & recess, hole & key or hook & rod assembly "engaging hole" aperture, slot, oblong hole "vehicular couple" two mating vehicular members, such as vehicle door &
vehicle: roof, vehicle door & side rail, vehicle door &
flange (transition region) of vehicle body, vehicle door &
pillars, vehicle door & vehicle door in engagement in the event of any collision and/or rollover It is known in the prior art to provide interengaging assemblies to engage and/or clamp the veliicle door witli the mating velic;ular members, when the vehicle door is in closed ?.5 position, thus distributing energy, lowering stress whilst enhancing survival chance only in the event of either mid-front collision or side collision of type U2, one of four types shown iii Fig. 13.

However, all these conventional configurations do not take into account the failure of passenger protection due to the following problem cases in conjunction with disengagement of the mating parts of intf;rengaging assemblies from each other in the event of all types of real collision (any real collision) or real rollover:
.5 A Load cases I to V according to Technical Meclianics/FEM in real front, side and rear collision;
B Wrong assumption of the prior art for the purpose of idealizing a general side energy S or S1 to a single energy SXor SX1;
C Analogy between the state of non-contact and disengagement;
D Constant, small contour-clearance and assembly tolerance zones;
E Large clearances of interengaging assemblies;
E1 The first inventions of interengaging assemblies, huge production costs and fatal injury in real collision due to large clearances;
E2 Large deformation of vehicle structure or door 8. 8B in real collision;
1.i E3 Large deformation of side rail 18 in real collision;
E4 Large deformation of upper member 8.17 of door frame and vehicle roof 17 in real collision;
E5 Intrusion of vehicle roof 17 in vehicle body 20 on real rollovers; and E6 Clamping assemblies or adjustable interengaging assemblies to resolve problem case E.
Problem case A: In order to idealize an impact force 2F1, shown in Fig. 10A, imposed on a vehicle structure the following assumptions must be specified:
- let the vehicle structure be idealized by two symmetric vehicle halves subjected to an 2:i front impact force 2F along the centre line.
Load case I in z-y plane vn Fig. 5: The moment Mx= H*h about the x-axis is replaced by a pair of forces HA = (H*h)/1 with the lever arm of 1. Employing the equilibrium condition for moments two forces of reaction are obtained: VA = (V*1~)/1 and VB = -VA + V.
Acting in z-direction witli respect to l:he sign are three sliear forces: -V, (HA + V~) and -(HA + VB).
Under load of these forces the vehicle side, comprising all pillars, series-connected doors 8, 8B reinforced by impact Elements and interengaging assemblies of those doors and pillars, is subjected to the bending moment along the y-axis.
Load case II in z-x plane in Fig. 6: The force V exerts bending moment M~
along the x axis and rotating moment My = V*b about the y-axis acts as torsional moment along the 3.i vehicle side.
Load case III in x-y plane; in Fig. 7: The A-pillar is under load of rotating moment MXy = -H*b. The vehicle side is subjected to bending moment MX,, along the y-axis and buckling force H.
Subjected to the total stress of bending moments M~, MX~., Mry, buckling force H and torsional moments MZ, My in the load cases I to III, the vehicle side, shown in Fig. 8, is deformed in real front collision.
By reversibly arranging the series-connected doors 8, 8B the same load cases are obtained for real rear collision.

4:i Load case IV in x-y plane; in Fig. 9: Under load of side impact energy S
at impact angle a 27° according to FMVSS 214 or in the event of real side collision the vehicle side is subjected to bending moment Mays along the y-axis and lateral force Sy.
Load case V in z-x plane in Fig. 10: Under load of side impact energy S at impact angle y or in the real side collision a;;ainst a tree or liigliway column 22, sliown in Fig. 10A, 13, the vehicle side is subjected to bending moment M~S along the z-axis and lateral force SZ.

The total stress consists of the stresses in load cases IV and V.
Problem case B: The majority of the prior art is governed by the following assumptions:
- let clearances between mating parts of an iuterengaging assembly be neglected and - let the load cases IV and V be idealized to a lateral energy SX, shown in Fig. 9, or SX,, .S shown in Fig. 10A, imposing on the centre ofveliicle door, illustrated as collision type U1, sliown in Fig. 13, despite four collision types Ul to U4 and the collision type U2 having the highest percentage of severe and fatal injuries. Nevertheless, car manufacturers and suppliers world-wide have adopted this idealized SX or SX1 in inventions e.g. U.S. Pat. No. 4,307,911, U.S. Pat. No. 5,806,917, U.S. Pat.
No.
1~~ 5,518,290, whose slioncomings are mentioned in the following problem case E2.
Problem case C: Ref. to 1?igs. 11, 12 both end coils of compression-coil spring 19 are guided by two spring seala 19.1. Their utmost outer nodes KNl and KNEna (not drawn) rest against both stops 19.3, where i represents the number of coils. To survey the rolling behaviour of end coil 19 on the lower sprvig seat 19.1 the end coil is idealized in elements 1.i by supporting springs in reference to the nodes and by the threshold value of the distance in the "state of rolling" s < 0.1 mm. Fig. 12 illustrates the rolling behaviour in regard to the FEM data and test results; marked witli M in dependence on FZ = -790, -1000 and -3000 N:
- According to test results KNz to KNs roll on the spring seat at FZ = -790 N, but in the state of non-contact at FZ = -1000 and -3000 N.
20 - According to FEM dai:a the nodes in the following states are in dependence on FZ:
FZ State of contact State of rolling -100 KN1, KN,s, KNIT KN1 to KN3, KNIO to KNIs -250 KN1, KN19, KNZO KN1, KNIS to KN23 -1415 KN1, KN,~, KN19, KNZO, KN1, KNIS to KN3s ~30~ ~31, ~33. KN34 The state of contact (engs~gement) of mating parts of interengaging assemblies, idealized by nodes of the rolling end coils and mating elements of the spring, can be transformed into the state of disengagement, wlien the force increases.
2:i Problem case D: Recently in automotive industry, great efforts liave been made to achieve (finish) a constant (uniform), small contour clearance between the outer door-contour "abcde" of vehicle door 8, 8B and the door aperture of vehicle body 20, shown in Fig. 5, in order to minimize flow noise and, particularly, to achieve sales success in co-operation with au overall impression of attractive design. In the state of assembly the contour clearance e.g.
30 of AUDI ~ vehicles is only 2.5 mm and of VW Passat ~ 3.5 mm.
In order to meet the above-mentioned goal and to avoid rework or reject rate large assembly tolerances between the outer door-contour and the door aperture (opening) of vehicle body 20 must be designed.
Problem case E: The door lock 248, rigidly attached to vehicle door 8, and the striker 298, 3:i rigidly attached to pillar illustrated as B-pillar in Fig. 10A of U.S.
Pat. No 4,307,911 representing the prior art, is provided with locking clearances in x-, y- and z-direction, tlius ensuring the state of door locking and the normal operation of vehicle door.
For the pu~ose of preserving the constant, small contour-clearance, - the position Da to D~ of each key 128a to 128c, rigidly attached to vehicle door 8, and 40 the position Sa to S~ of mating receptacle 158a to 158c, rigidly attached to lower stiff panel 156 of side rail 18;
- the position D" of key 148, rigidly attaclied to vehicle door 8, and the position B~ of mating receptacle 198, rigidly attached to pillar, must be provided with position-tolerances, larger than locking and assembly tolerances, in x-, y- and z-direction in order to avoid 1. interference witli the locking operation of door lock 248 to striker 298 when closing vehicle door 8;
.s 2. expensive reworking at the assembly line;
3. customer complaints due to disturbing noises associated with the small distances of overlaying coils, repre;~enting the mating parts of interengaging assemblies, denoted as w <_ 0.2 mm, shown in Fig. 11; and 4. high reject rate due to different references of coordinate system ofvehicle door, finished 1 D by two to three supplif;rs and transported to assembly line, and of vehicle body 20, finished at the assembly line. Huge costs are necessary to computerize design data of vehicle door and struc~:ure in data files, which must be evaluated by innovative programs to minimise those position-tolerances and reject rate, however, under the condition of the constant, small contour-clearance.
1;i Problem case El: According to the prior art the taper-formed key 148 and the mating receptacle 198 should be in engagement or form-locking connection to ensure energy-transmission from one pillar to the other.
Because receptacle 198 and striker 298 are formed together in one piece, an adjustment of receptacle 198 changes the position of striker 298 to the door lock 248 as well as the 20 clearance therebetween, which becomes too large or small. In order to properly latch and lock the vehicle door to vehicle structure the "interengaguig" assembly is provided with large tolerance zones, thus violating the condition of the aforementioned feature.
When a vehicle is laterall~~ crashed by a track, the key 148 can disengage from mating receptacle 198 due to large clearance so the remaining energy totally deforms the vehicle 2_'~ door, whose intrusion can, fatally injure the driver.
According to the prior art sliown in Fig. 1A, contour tongues 16.1 should be in engagement with contour grooves 16.2 in order to integrate vehicle door 8, 8B
into side rail 18, vehicle roof 17 and B~-pillar in side collision. Without "interengaging"
assembly of the vehicle door and B-pillar, the normal operation of vehicle door would be possible if the 3() outer door-contour "abcde" were sduare. Regarding the recent contour design, shown in Figs. 5 and 18, the line "ab" is generally curve-shaped, line "bc" of front door upwardly inclined (~3 > 90°) or generally cuwe-shaped and line "bc" of rear door generally S-sliaped, so contour grooves 16.2 would interfere with contour tongues 16.1 when closing the vehicle door. Furthermore, to sustain large impact energy it is necessary to reinforce the 3~~ wide contour groove by an element which, unfortunately, can't be attaclied to the narrow upper member 8.17 of doer frame.
According to the U.S. Pat. No. 3,819,228 a bulky "engaging" bolt rigidly attached to a stiffinner panel of vehicle door 8 projects through a hole of a stiff element attached to side rail 18 wlien the door is ire closed pasition. The problem of large tolerance zones remains 40 unresolved. Moreover, th~~ overall stylish impression spoilt by a bulky "engaging" bolt will, doubtless, not be beneficial to sales. When stepping in or out of the vehicle body while cleaning or repairing, the person can injure himself when stumbling over this bulky bolt.
When closing the door thc: danger of damage to clothing and injury to passengers, particularly when it is dark, is apparent.
4'~ Problem case E2: Under the load of force Fl, sliown in Fig. 10A, in au approx. 30° inclined, offset front collision against another car the vehicle structure, totally deformed, is deflected, in great extent, in the opposite x-direction and in the y-direction thus resulting in disengagement ofthe catching hook 148, rigidly attached to the impact beam 1, 1B of driver-door, and the door lock 248 from the mating recess 198 and striker 298, all of which -5E1. j are rigidly attached to the B-pillar, respectively, in association with the reduction ofthe distance between the A- and B- pillar from 860 mm to 490 mm in the y-direction and the collapse of passenger protection. Later on, the remaining energy totally deforms the driver-door too. If the car rolls over, the driver would be ejected therefrom.
:i In a real side collision of another car into a tree, great energy totally deformed the vehicle side whose intrusion fatally injuredl both passengers. Obviously, the lateral force, deviating from the idealized force SX~, could not force catching hook 148 to penetrate into recess 198 in order to define an "interengaging" assembly. Both real accidents resulting in severe/fatal injuries verify the shortcomings of any patent valid only for survival chance under load of an 1 D idealized force SX~, shown in Fig. 10A.
As exemplified by U.S. Pat. No. 5,518,290, the tapered (wedge shaped) keys, located on the front, rear, top and bottom edl;es of the door, engage mating receptacles, located on the door jamb, the roof and side rail, when the door is closed. Each tapered key has four faces associated with four clearances and a depth clearance in loose engagement with the mating 1.i receptacle. On the use of six intere;ngaging assemblies a vehicular connection member of door 8 & vehicle body 20 must be provided with 6 x 5 = 30 clearances plus three clearances between the stud 298 and catch of door lock 248, shown in Fig. 10A, thus totalling 33 clearances. The problem of 30. clearances should be resolved by injecting hardenable resin in the six receptacles. Huge costs result from stopping the assembly line, reducing large 20 clearances to acceptable tolerances and repairing work when the remaining resin smears the vehicle body and/or resin spills the:reover. Moreover, hardenable resin coatings are incapable of sustaining great forces in an accident.
When the vehicle body deflects in the opposite x-direction in an accident, the wedge shape of the keys allows the disengagement of the assemblies, thus resulting in the collapse of the 2.i vehicle structure and/or passenger ejection in a rollover.
As exemplified by U.S. Pat. No. 4,676,524, a pair ofvertically supporting window-guide channels, rigidly mounted in bot(~ vehicle doors 8 of a convertible car is in abutting, "engaging" relationship with both termini of upper member of cowl, when both vehicle doors are in closed position, owing to a pair of "interengaging" assemblies, each of which 3.7 consists of 1. a receptacle of the terminus of the upper member and a locking mating tip of key of the window-guide channel pressing therein in the first embodiment; or 2. a king-size hole of the terminus; of the upper member and a mating key of the window-guide channel having a mushroom-shaped head being in free connection therewith in the 3.5 second embodiment for the purpose of enhancing survival chance on rollover.
When the convertible car rolls over, 1. great shear force fractures each locking tip of the key; or 2. great impact energy totally defo»ns each "interengaging" assembly, whose key and king-40 size liole are in disengagement, thereby totally deforming the cowl and pair of window-guide channels.
The stiffness of an open roof of a convertible car, merely supported by a pair of pillars in force-locking or free connection with one pair of small-size window-guide channels, is - very low, thereby resulting in fatality on a real rollover thereof;
45 - lower than that of a rotatable, stiffrollover bar;
- far lower than that of the closed roof 17 supported by two pairs of pillars and - substantially far lower than than of the closed roof 17 strongly supported by three pairs of reinforced pillars.
Problem case E3: Due to great energy in a real side collision against column 22 of a central 50 barrier, shown in Fig. 10A, 13, on a highway - large deformation of side rail 18 and rear section of a vehicle, opposite to x-direction, caused the disengagement of the driver's less deformed vehicle door 8 from vehicle structure and later on - the vehicle rolled over three times across the highway and down-hill, thus totally ;i deforming vehicle structure, doors 8, tailgate-door 8T, out of which both rear passengers were hurled, and, alternately, opening and closing both vehicle doors 8, out of which both front passengers were liurl.ed out.
Grass 70 clamped between each pillar and each vehicle door 8, shown in Fig. 8, was an evidence for the alternate opening and closing of both vehicle doors 8 during the rollovers.
1r7 In a side collision of a car uito a tree great energy totally deformed vehicle door 8 whose intrusion severely/fatally injured the passengers.

In a collision of another car into a hill great energy totally deformed the right side rail 18 thus resulting in the disengagement of the door lock 248 and, if provided, interengaging assemblies too and later on totally deforming vehicle structure during rollover. The driver was hurled out of this car.
.S Problem case E4: In front collision or crash test impact energy deforms, in general, upper members 8.17 of door frames outwards and vehicle roof 17 upwards, thereby creating a gap "o", shown in Fig. 8, and preventing front vehicle doors 8, 8B and/or vehicle roof 17 from transmitting energy to vehicle body 20.
Three different states of deformation are reproduced in three crash tests, conducted by 1 ~~ ADAC, of the German vehicles of the same type 40 % offset crashed at the same speed of 50 km/h against - a very stiffbarner, - a deformable barrier and - anotlier vehicle of the same type 1.S because the uniform load. deformable property of two colliding masses, impact condition etc. are different. The gay "o" in three different sizes, shown iii Fig. 8, verifies the above-mentioned thesis of non-transmission of energy.
In side collision impact energy deforms, in general, upper members 8.17 of door frames inwards thereby inflicting injuries on head.
20 Problem case E5: During the rollover of a car, impact energy totally deformed vehicle roof 17 wliose intrusion severc;ly or fatally injured both front passengers, wliose heads were, definitely, crushed by falsely deployed airbags, and the remaining energy totally deformed vehicle body 20 and doors 8, 8B, 8T, 8x.
Problem case E6: Responsive to problem case E, a clamping assembly illustrated in Fig. 1B
2:i comprises - a stiffhook of stiffled~;e 25.2 rigidly mounted to lower door frame 8.18 and - a thin mating panel of ~~ stiffplate 25.1, rigidly attaclied along sill rail 18, serving as a site of predetermined fracture.
In excess of predetermined value in real side accident, the mating parts 25.1, 25.2 of 30 interengaging assemblies are in the state of clamping to ensure the permanent engagement of lower door frame 8.18 with sill rail 18 in order to resolve the problem of passenger ejection. Load cases I to 1(B, V and problem cases E2 to E5 remain unresolved.
Furthermore, there is no space to house both mating parts 25.1, 25.2 in vehicle roof 17 and upper member 8.17 of door frame subjected to lateral load Fo in real accident.
The lack of 3_'~ interengaging assemblies became obvious on the rollover of a sport car, which plunged seven meter downwards and crashed with vehicle roof 17 at a lower level of an underpass in Wiesbaden City thus totally deforming vehicle roof 17, body 20 and both upper members 8.17 of door frames during rollover, wliere the remaining energy was transmitted through botli head rests, integrated into the respective seatbacks, to the vehicle floor, thereby 40 reducing the AIS of both ;passengers. AIS is an international acronym of Abbreviated Injury Severity ranging from 0 (no injury) to 6 (fatality).
Responsive to problem case E, adjustable and/or latcliiiig mechanisms are provided for interengaging assemblies, whose adjustable and/or latchable keys are bolted to the B- or C-pillar, facing the termini of both reinforcing beams 1, 7 or 1B, 7B, and whose mating 45 receptacles are arranged t:lrereto. Botli plates 5.1, 5.2 of each hinge ofvehicle door are provided with a rivet serving as key and an oblong mating liole. Owing to this feature load cases I to IV are resolved, but load case V and problem cases E3 to E5 remain unresolved.

Evidently, due to load cases I to V and all problem cases B, E, E1 to E5 "interengaging"
assemblies of the remainung prior art are unsuitable for the purpose of energy-transmission and distribution by mean's of the integration of vehicle doors 8, 8B, 8T into the vehicle body 20, in conjunction with five tolerance zones proposed by U.S. Pat. No.

5,297,841, U.S. Pat.
No. 4,307,911 and eight tolerance zones proposed by U.S. Pat. No. 5,806,917.
None of the above-mentioned configurations offer the simplicity of the present invention in manufacturing the interengaging assemblies and ensuring the engagement tlierefor associated with the integration of the vehicle doors with the vehicle body in order to increase the stiffness of the vehicle structure and to prevent passengers from being hurled 1~J out of the veliche, particularly, in the event of rollover.
SUMMARY OF THE INVENTION
Accordingly, the principle object of the present invention is to overcome the deficiencies 1.5 of the prior art by providing engagement for interengaging assembly having large clearances, wlicli are necessary in car manufacturing and door assembly, in order - to protect passengers against ejection from the velicle body and/or intrusion of vehicular member and - to increase the velicular stiffness 20 in the event of any collision and/or rollover. These interengaging assembly are arranged to the corresponding velicular couples (velicular member & mating velicular member).
Tlis principle and otlier objects of the present invention are accomplislied by the following features (proposals):
2.i - minimum tolerances b~~ installing and adjusting the engaging keys from outside to tightly mate the receptacles thereby ensuring the connection of the doors with all vehicular members of velicle body 20 such as pillars, vehicle roof 17, flange 21, a pair of side rails 18, fastened to vehicle floor, in any collision and/or on rollover;
- interengaging assemblies with adjusting mechanisms sucli as holes & keys 15.1 to 15.5a, 30 15.7, 15.8, hooks 15.6 & reinforcing rod 17.1d and lioles & keys 30 to 37, shown in Fig.
1, 3, 3A, 4, 4A and 14 to 18;
- window-guide channels to accommodate the engaging parts;
- space-saving, inexpeu~,ive design for engaging parts;
- arrangement of interengaging assemblies of a velicular couple in at least two operating 3:i planes thus making the; strict restriction of minimum tolerances less significant;
- arrangement of an U-shaped extension member having keys in the common pillar of the series-connected velicle doors, whose holes mate with the keys to ensure the engagement owing to constrained deformation thereof.
40 Despite the failure of the :prior art in the event of real side collision any modification and extra design for survival chance in real collision and/or on rollover will generate costs, R&D
(Research and DevelopmE~nt) expenses and weight due to the use of other inventions.
Summary of the advantages of the present invention:
A) saving labour-time by installvig and adjusting engaging parts from outside the vehicle 4.. body.
B) low reject rate.
C) space-saving, inexpensive design.

-$-D)dissimilar operating planes or at least two operating planes for each veliicular couple to ensure the engagement of its interengaging assemblies in association with energy absorption due to loaal cases in three different planes. Figs. 14 to 18 illustrate a single vehicular couple: winnow-guide channel & B-pillar with the interengaging assemblies:
keys 34 & holes in z-x plane acting as the first operating plane, however, interengaging assemblies: keys 32, 33 & lioles in z-y plane acting as the second operating plane. The specification is changed from the minimum tolerances of "narrow" to permissible tolerances of "far less narrow", thus cutting costs and time associated with less adjustment work to reduce large clearances thereto. This feature of dissimilar operating 1.0 planes is applicable too for both interengaging assemblies: holes & 15.1, 15.2a and 15.2, 15.3 and 15.4a, 15.5 e:tc., shown in Fig. 3. A row of the same keys is operative in dissimilar operating planes by arranging a number of the same keys 15.1 to the generally inclined A-pillar or of keys 33 to the generally inclined B-pillar. In reference to the global xyz coordinate system the key 15.2a & hole is operative in an inclined plane.
LS Because the hinge bolts of the fivont and rear doors liave an operating direction in z-axis the arrangement of int~~rengaging assemblies: voles & keys 31, 36 to one operating plane is sufficient. However, any additional arrangement of holes & keys 30, 35 improves the engagement ofveliicle mating parts and substantially decreases severe/fatal injuries in any real collision.
20 E) minimizing the R&D v~~ork by reducing FEM calculations, crash tests and by saving material due to the arrangement of interengaging assembly in different operating planes.
F) passenger protection fir all collisions by a single construction, manufacturing, testing expenditure, assembly and material supply.
G) exploitation of the flange 21, 21T, 21 h, 21 x of vehicle body 20 provided witli sound-2:i proofing material 2l.l~D, shovm in Figs. 1, 17, 18, due to the sites to accommodate keys and the continuous str~as curve. The enlargement of the flange to a limited extent neither impairs the overall stylish impression nor obstructs the passenger from ingress into or engress from the passenger compartment. Those edges (regions) of all pillars are defined by the dotted lines "a 1 "', "b 1", "b2" and "c 1".
30 H) overall stylish impression. As substitutes of the bulky bolt ref. to U.
S. Pat. No 3,819,228 small-size parts can be distributed in inconspicuous manner along the window-guide channels as well as flange, thus substantially eusuruig the engagement ofvehicular couple wliilst lowering stress. Due to this feature it is possible to arrange the following keys:
- 30, 32, 35, 37 to th~~ respective flange 21 of vehicle body 20. In contrary to U. S. Pat.
3 '~ No. 3,819,228, this feature won't endanger passenger when stepping in or out, fizrthermore, more useful for passenger protection in side collision, particularly, according to collision types U1 and U2, shown in Fig. 13, as well as in front collision.
- 15.2a, 15.2, 15.7 e.;g. with screws M4 to the narrow window-guide channel 6.3, 6.3B
of upper member 8.17 of door frame to resolve the problem of the large, stiff contour 40 groove of the prior art.
- 33, 34, 36 to the respective window-guide channels 6, 6B and channels 6.7, 6.8 in engagement with th~~ reinforced B-pillar in two to three operating planes without obstructing the operation of the seat belt 26.1, shown in Fig. 15. The fact, that no contact is made during the opening operation of series-connected veliicle doors, is 45' demonstrated by the; trajectories of both outer points of the washer and of the door edges drawn with dotted lines.
- 31 to the respective window-guide channels 6 and channels 6.6a in engagement with the reinforced A-pillar.

I) less stress to solve the problem of total deformation. By means of arrangement of interengaging assemblies of each vehicular couple in mufti-operating planes and increase of vehicular couples comprising vehicle door & vehicle roof 17, veliicle door & side rail 18, vehicle door & pilllar/s and vehicle door & vehicle body 20 more vehicular members in compound construction are involved in energy absorption in different load cases in the event of any collision ~~nd/or rollover.
In co-operation with another prior art the structural stiffness reaches the maximum.
Beyond doubt, the advantage of keys 2. I, 5.6 & mating lioles is due to the further exploitation of the very stiffimpact beams 1, 7 to house the corresponding parts.
In Because the other veli:icular couples comprising such as vehicle door &
side rail and vehicle door & vehicle roof are not equipped with interengaging assemblies this single arrangement of one vehicular couple in mid region of door is insufficient in the event of any collision and/or rollover, therefore endangering the passengers in the following state of deformation l:i - intrusion of vehicle roof 17 into the veliicle body and of upper member 8.17 of door frame, thus squaslivig the passengers and - buckling of the upp er portion of the A-pillar, total deformation of upper member 8.17 of door frame, bucls:ling of veliicle roof 17 and buckling of side rails 18, sliown in Fig.
8.
20 In order to avoid the above-mentioned state a number of holes or keys 30 to 37 is arranged to the flange 21 above, below of the impact beams 1, 7 and therebetweerz.
Wlien the non-adjusta~5le rivets S. 6 of the door hinges in x-z operating plane are replaced by a number of interengaging assemblies 15.1, 15.2a, 15.4, 30, 31 in numerous operating planes, the total stress of the veliicular couples: A-pillar &
veliicle door along 2 ' the z-axis is lower owLng to stress distribution, tliereby preventing, to a certain extent, the A-pillar and vehicle, door from total deformation and gap "o", sliown in Fig. 8.
J) measures against passenger ejection and total deformation ofthe vehicular members, whereby vehicle doors are not or less deformed, in real accident ref. to problem cases E2 to E4, which can solel'r be solved by engagement of the following interengaging 3C~ assemblies governed by permissible tolerances:
- holes & keys 15.3, 1t5.3a, 15.5a, 15.5 owing to U-shaped extension members 17.3, 18.3, whose deformation causes a constrained deformation of the series-connected vehicle doors, vehicle roof and side rails;
- holes & keys 32, 33, 34, 30, 15.2, 15.4a of the veliicular couple comprising vehicle 35 door & B-pillar ii four operatv~g planes; arZdlor - hooks 15.6 & reinforcing rod l7.ld of both vehicular couples comprising series-connected vehicle doors & side rail and series-connected vehicle doors &
vehicle roof;
so tliat the deformation of the side rail and vehicle roof causes a constrained deformation of the series-connected vehicle doors; and 40 by er2er~ trarzsmissio~2 into the otlier vehicle side by means of transverse girders 17.2, 17.2b, 17.2c, 17.2d, lft.2 ofvelucle roof, side rails and all pillars facing eacli otlier, tlius distributing the energy thereto.
K)passenger protection by engagement ofvehicle couples in rear collision. Door detachment in rear collision occurred due to the lack of door hinges and interengaging 45 assemblies. For the purpose of connection of vehicular members to eacli other the engagement of rear door 8B witli the C-pillar is improved by rigidly arranging - member 6.5C, adapted to the outer door-contour and liaving holes to receive mating keys 37, sliown in Fiigs. 14, 18, to the door frame of rear door; and - keys 33, 34 to window-guide channel 6B.

The features ofvehicle door are, doubtless, suitable for tailgate door 8T, sliding side door, liftgate door cargo door, trunk cover 8x, hood 8h, series-connected doors, e.g. three vehicle doors with four p illars of large van.
BRIEF DESCRIPTION OF THE DRAWINGS
A number of embodiments, otlier advantages and features of the present invention will be described in the accompanying drawings with reference to the xyz global coordinate system:
Fig. 1 is a side view oiFveliicle side, body, impact beams, keys, hooks, window-guide 1~~ channels serving as reinforcing elements.
Fig. 1A is a cross-sectional view of a veliicle door engaging witli a roof and side rail ref.
to DE-OS 2162071 in side collision.
Fig. 1B is a cross-sectional view of a veliicle door engaging with a side rail ref. to EP
0423465 A1 in side collision.
LS Fig. 2 is a side view of an U-shaped window-guide channel, the position of keys 15.7, 15.8 and of an additional window-guide member 6.4, 6.4B.
Fig. 2A is a side view of an U-shaped window-guide channel, the position of keys 15.7.
Fig. 3 is a perspective view of a front stiff door frame witli both window-guide channels, botli respective window-l;uide cliannels and interecgaging assemblies ofthe 1st 20 embodiment.
Fig. 3A is a cross-sectional view of a key equipped witli au adjusting mechanism.
Fig. 4 is a perspective view of icterengaging assembly hooks & reinforcing rod of the 2nd embodiment.
Fig. 4A is a cross-sectional view of the reinforcing rod and the mating hook equipped 2:i witli an adjusting mecliauism.
Fig. 5 illustrates a load case I ili z-y place in front collision ofvehicle.
Fig. 6 illustrates a load case II in z-x place in front collision.
Fig. 7 illustrates a load case III in x-y plane in front collision.
Fig. 8 is a state of total deformation of velicle at displacement v in front collision.
30 Fig. 9 illustrates a load case IV in x-y plane in side collision ofveliicle.
Fig. 10 illustrates a load case V in z-x plane in side collision.
Fig. 10A illustrates thf; mating pats of uiterengaging assemblies ref. to U.S.
Pat. No 4,307,911, botli mating parts of a door lock, the general force F, or S1 in the event of front or side collision and a liig(~way column.
3:i Fig. 11 is a view of a c;ompressioc-coil spring on a lower spring seat.
Fig. 12 illustrates the projection of the end coil and spring seat in a plane, the test results and FEM data of au end coil rolling on the lower spring seat in dependence on load.
Fig. 13 illustrates four collision types U 1 to U4 ref. to the research work of Institute of Vehicle Safety, a Dept. oiFGermac Insurers Association, and a highway column.
40 Fig. 14 is a perspective view of interengaging assemblies of the 3rd embodiment comprising a stiff front door frame having a single window-guide channel and a stiffrear door frame liaviug a single window-guide chancel to engage with the pillars and flange of vehicle body.
Fig. 15 is a cross-sectional view of the series-connected doors in engagement with the 4.i A-, B-pillar and of the vehicle body along the line D-D in Fig. 14.
Fig. 16 is a side view of the series-connected stiff door frames witliout window pane in engagement with the B-pillar according to avow E in Fig. 14.
Fig. 17 is a perspective; view ofinterengaging assemblies ofthe 4th embodiment comprising a stiff front door frame having a single window-guide cliannel in engagement 50 witli the flange of veliicle body.
Fig. 18 is a side view of the flange of vehicle body provided with keys.

-ll-DESCRIPTION OF THE PREFERRED EMBODIMENTS
Beyond doubt, the fimction of the interengaging assemblies is well described in the preferred embodiments ofthe prior art. However, the tolerances, e.g. eight tolerance zones of each interengaging assembly ref. to U.S. Pat. No. 5,806,917, are totally neglected in the scope because the explanation of how to assemble and manufacture the interengaging assemblies in relation to the Figs. fails. Hence, this subject must be taken into account when the function and assembly of the interengaging assemblies is described in conjunction with manufacturing pacts thereof, distributing energy to the vehicular members and increasing the 1~~ vehicle stiffness. Wlien the door is closed, the interengaging assemblies in engagement can ensure the connection of the door witli the vehicle body if the clearance (tolerances) between the mating parts thereof is well defined.
Ref. to Fig. 3 the scope of the application of the window-guide cliannels of vehicle door is extended to accommodate the keys of interengaging assemblies, whose mating receptacles Li are arranged to any (A-, B-, C- or D-) pillar, flange of vehicle body, vehicle roof and/or side rail. This feature saves wc;ight and costs. The positions of keys and mating receptacles may be interchanged if desired.
According to the prior arl: a stiff door frame ofvehicle door can be assembled, without door girder and reinforcing elements, fi~om at least two impact beams provided witli 20 interengaging assemblies and at least one window-guide channeh 6, 6B, 6.1, 6.2, 6.1B, 6.2B, 6.1a, 6.2a, 6.laB, 6.2aB. As is customary, the conventional window-guide channels 6.1, 6.2, 6.1B, 6.2B, sliown in Figs. 1 and 3, are made from U-shaped thin panel. The window-guide channels, serving as rein forcing elements, are of higher-grade tensile strength 6.1a, 6.2a, 6.1aI3, 6.2aB to:
25 - reinforce the conventional U-shaped window-guide channels of metal sheets, - receive parts such as hooks, keys and/or holes and - receive retaining members 6.5, 6.5B, 6.6a, 6, 6b, 6.7a, 6.7b, 6.8, 6.9 (not drawn) serving as structural element with higher-grade tensile strength.
The retaining members 6..8, 6.9 ref. to Fig. 14 are fixedly attached to the front faces of both 3() impact beams 1B, 7B and window-guide channel 6B, the retaining members 6.6b, 6.7b to window-guide channel 6 and impact beam 7 and the retaining members 6.6a, 6.7a to window-guide channel 6 and between both impact beams 1, 7.
Both window-guide chamiels are replaceable by a conventional U-shaped stiff window-guide channel 6, 6B, shown in Figs. 2, 2A, 14 to 17. Less stiffwindow-guide members 6.3, 3_'~ 6.3B are normally made of panel. Alternately, very stiffwindow-guide member 6.3, 6.3B
serves to receive the window pane and keys 15.7.
Window-guide channel 6, 6B provided witli window-guide member 6.3, 6.3B in the door cavity, shown in Fig. 2A, lias open ends. To maximize the stiffness of window-guide channel 6, 6B botli ends are rigidly connected to each other by window-guide member 6.4, 40 6.4B in the door cavity, shown cu Figs. 2, 14 to 17:
- after the window pane has been inserted, or - by having flat profile, shown cu Fig. 17, for the purpose of receiving window pane 60, 60B, shown in Fig. 15. Later on, this window pane must be secured against falling down by protective parts.
45' The window-guide member 6.4, 6.4B is usefixl for the accommodation of keys 15.8. If extraneous weiglit is not that important for heavy cars, trucks and vans, the window-guide channel, fastened to the impact beams, serves as members of door frame to receive keys while guiding and receiving the window pane.

One of the solutions for the problem case E4 and energy-distribution to botli pillars, door 8, 8B, roof 17 and side rail 18 as well as fi~om one vehicle side to the other vehicle side is featured in the 1 st embod.iment by arranging - key 15.1 to a reinforcing element of the L-shaped A-pillar, welded to reinforcing panel S 17.1e arranged along t:he veliicle roof and to transverse girder 17.2d of both facing A
pillars of both vehicle sides, and the mating oblong hole to window-guide cliannel 6.1a;
- keys 15.1 to reinforced A-pillar and the mating oblong holes to window-guide channel 6.1a;
- keys 15.2 to window-guide channels 6.1a, 6.2a and the mating holes to reinforcing panel 1~~ 17.1a arranged along l:lie vehicle roof; and - keys 15.4 to the reinforcing plate of reinforcing panel 18.1 arranged along the side rail, and the mating holes t~~ window-guide cliannels 6.1a, 6.2a.
In case of large-sized door it is recommended to arrange additional keys 15.2, 15.4 to window-guide channel 6.3, member 6.4 and the mating holes to the reinforced vehicle roof 1.5 and the reinforced side rail, respectively.
Ref. to Fig. 4 the 2nd embodvnent consists of an interengaging assembly, the hooks of which are attaclied to two window-guide channels of each vehicle door and the mating rod to the vehicle roof, pillars. of the door or all doors. Additionally, the rod serves to reinforce the vehicle roof, sustain unpact force and aid positioning on assembly, thus cutting costs 20 and time at the assembly line. However, this embodiment needs space, which is available in large cars, tracks and vans. This embodiment is suited too for another vehicular couple comprising vehicle doors, & side rail.
The interengaging hooks 15.6 are bolted to window-guide channels 6.1a, 6.2a, 6.laB, 6.2aB and the mating reinforcing rod 17.1d is arranged along the vehicle roof 17 and/or 2.i side rail 18. When at least: one pair of rods is welded to transverse girders 17.2e, 17.2f, 17.2g of both A-, B- and C-pillars, energy can be distributed fivom one vehicle side to the other velucle side in side collision, from the fi~ont to rear vehicle section of vehicle body 20 in front collision, from thc: rear to front vehicle section of vehicle body 20 in rear collision or to all members of vehicle body 20 on rollover.
30 Ref. to Figs. 14, 17, 18 the 3rd embodiment consists of interengagvig assemblies 30 &
6.5, 35 & 6.5B and otlier interengaging assemblies 32 & 6.9, 37 & 6.9B (6.9, 6.9B similar to 6.5), 37 & 6.5C for th~~ purpose of avoiding large deformation of the edges of each door and of saving costs by exploiting the flange 21 of vehicle body 20 and the enlarged flange defined by the dotted line; "a 1 ", "b 1 ", "b2" and "c t" to receive keys.
The keys 30, 32, 35, 3:~ 37 are bolted to the respective reinforcing elements 21.1 to 21.5, 21.1B
to 21.5B oftlie flange 21 of veliicle body 20 and the corresponding holes are arranged to the liousings 6.5, 6.5B and/or auxiliary member 6.5C, all of whicli are rigidly attached to the respective window-guide channels 6,, 6B, the respective elements 6.6b, 6.7b, 6.8, 6.9 (not drawn because oftlie similarity t~o 6.7b) and/or the respective impact beams 1, 1B, 7, 7B. The 4() reinforcing element 21.58 is welded to the flange and rear wheel case.
Tlie same reinforcing method can be employed to arrange a similar element 21.1 to the flange and the front wheel case.

Stiff door hinges in co-operation witli impact beams 1, 7, 1B, 7B and interengaging assemblies transmit forces of load case I from the front to rear vehicle section of vehicle body 20 in front collision. Tliere is no door hinges to connect the rear door to the C-pillar.
To improve energy transmission fi-om the rear to front vehicle section of vehicle body 20 in .S rear collision, an auxiliary member 6.5C is attached to the impact beams 1B, 7B.
Instead oftlie bulky "eng;aging" bolt ref. to U.S. Pat. No. 3,819,228 these keys, configured in small size and distributed along the flange, neither spoil the overall design nor injure persons stepping in or out ofthe vehicle body.
The Technical Meclianic;s Method of constrained deformation is applied to secure the In engagement of all vehicular members with each other in the event of accident and to distribute impact energy tliereto by means of two U-shaped extension members 17.3, 18.3, located in common pillar ref. to Fig. 3, wliose keys 15.3, 15.3a, 15.5, 15.5a are engaged with the mating apertures, arranged to the corresponding window-guide channels 6.2a, 6.laB of series-connected doors 8, 8B, when doors are closed. This feature oftlie 4tli Li embodiment prevents the disengagement of interengaguig assemblies due to large inward deflection of vehicle body 20, vehicle roof 17 or side rail 18, above-mentioned in the problem case E2, E3 or I;S, when the doors are subjected to little or no deformation. As connection element of the; common pillar and the vehicle roof, this U-shaped extension member 17.3 is welded tc~ reinforcing panel 17.1b, arranged along vehicle roof 17, and to 20 transverse girder 17.2c ofboth facing common pillars of the vehicle sides.
As connection element of the common pillar and the vehicle floor this U-shaped extension member 18.3 is welded to reinforcing panel 18.1 b, arranged along the velicle floor, and to transverse girder 18.2 of botli facing common pillars of the veliicle sides. The belt case 26 can be lioused in the U-shaped extension member 18.3.
2:i Due to the arc-travel path of the door about the mutual axis of door hinges the mating surfaces of key and receptacle of each interengaging assembly, proposed by U.S.-Pat. No.
5,806,917, are configured in four tapered forms or two curved and two tapered forms, tlius yielding eight tolerance zones, high manufacturing and assembling costs as well as making tight engagement impossible resulting in door detachment iii accident. To resolve these 3U problems straiglit (non-curved, non-inclined or non-tapered) engaging surfaces are proposed for key and receptacle. The purpose of assembling and adjusting any key, shown in Figs. 3, 3A, 4 and 4A, from outside of the vehicle body 20 is to substantially cut labour time and costs. Costs can be enormously lowered by using mechanical connecting parts, particularly standard pairts like washer (ref. to D1N 125), hexagon socket liead screw (ref.
3:i to D1N 912) etc. Witli thf; exception of 15.4a each key 15.1 to 15.5a, 15.7, 15.8, 30 to 37 comprises a screw 15.14, a sleeve 15.11, a number of wasliers built into one spacer 15.12 and a washer witli a large exterior diameter 15.13, illustrated in Figs. 3A, 14 to 18. In order to ensure the engagement of key witli mating hole a protrusion "xm" and circumferentiah clearance "c~", explained in the next section, must be preserved by:
40 - correcting the length of spacer "1" by removing or adding washers and/or - assembling a sleeve with exterior diameter "d", waslier with exterior diameter "D" and/or spacer with diameter "dR".
If desired, the sleeve 15.11 and spacer 15.12 can be made of sowidproofing material.

Eacli hook 15.6, sliown vz Figs. 4 and 4A, comprises a hook 15.20 with interior diameter "dl" and gap "s~", smaller than "d,", a screw 15.21, a number of washers built into one spacer 15.22, a coil-spring washer 15.24 and a nut 15.25. The symbols "s1", "dl" and "d2"
are shown in Fig. 4A. In order to ensure perfect engagement of the hooks with reinforcing .5 rod 17.1d, having diameter "d2" smaller than "s,", small tolerance zones, sliown in Fig. 4A, must be preserved by:
- assembling a hook with gap "s~";
- assembling a rod with diameter "d2";
- correcting the distance; "11" by removing or adding washers; and/or 1~7 - positioning the centres of the hook hole and the reinforcing rod out of alignment.
Fig. 15 exemplifies anol:her feature of numerous different planes, wherein the interengaging assemblies of any vehicular couple comprising e.g. the common or B-pillar and the series-connected vehicle doors 8, 8B, operate. When the doors are closed, key 33 protrudes the mating hole. by "xm" (minus sign in respect to the opposite x-direction), l.> whicli is limited due to th a arc-travel path of the door about the axis of door hinges. The clearances of key 33 and the mating hole are denoted by "ym" and "yp". Tlie protmsion "xm", circumferential clearance "c~" (not drawn, represented by "ym" and "y,,"
in y-direction) of the mating parts of each assembly and operating plane play a significant role on tight engagement thereof in accident. In the accident, above-mentioned in the problem case 20 E2 or E3, the door becomes detached due to large circumferential clearances of all mating parts of interengagiiig assemblies, which operate in the same z-y plane, and large inward deflection of the vehicle body 20 or side rail 18 in the opposite x-direction, during which under the load of inertia forces of the passenger the door is opened and moved in the arc-travel path about the axis of door hinges. Door detachment can be prevented by minimum 2.i tolerances, whereby the mating parts of interengagiug assemblies of any vehicular couple, acting in the same operating plane, are governed.
In this time- and cost-saviiug feature against door detachment, proposed for the following embodiments, many interc:ugagiiig assemblies of any vehicular couple comprising e.g.
interengaging assemblies :keys 32, 33, 34 & mating lioles, must operate in numerous 30 different planes, wliere th~~ deformation of door 8 results in a tiglit engagement of keys 32, 34 with the mating holes, taken, the worst case is given, that all keys 33 fail to engage witli the mating lioles. The inte;rengaging assemblies, comprising keys 32, 33, 34 &
mating holes, operate in tliree different planes, the number of whicli can be increased by arranging tliese interengaging assemblies iin the planes, which, however, are offset to each otlier, e.g. in 3_'~ offset z-y planes. The interengagv~g assemblies keys 35 & holes act in the fourth operating z-y plane and keys 36 & holes in the fifth operating z-x plane. Owing to this feature the minimum tolerances of "narrow" are outdated, hence, replaced by permissible tolerances of "less narrow", "far less narrow", "small" and/or "medium", thus significantly lowering the reject rate, assembly time and costs. Advantageously, a pattern of the interengaging 40 assemblies, governed by permissible tolerances, can be issued in a table handed to assembly workers. Alternately, this pattern can be coded in the assembly program to drill, position and assemble parts thereof within the permissible tolerances. The constant, small contour clearance and the proper tolerance between door lock 248 and striker 298, above-mentioned in the problem cases D and E, can easily be accomplislied at the assembly line 45 within short time, thus making rework as well as adjustment work superfluous. It should always be reckoned with a reject when the assembly tolerances are, unexpectedly, larger than the permissible tolerances. Adjustment work for the interengaging assemblies of the rejected car can be done outside of the assembly line, thereby preserving the production process and low reject rate. All these advantages outweigh the costs of extra material for a 50 larger number of interengaging assemblies.

-IS-A waslier 15.13 with radiial teeth, serving as part of key 33, clamps in the inner region of the reinforced B-pillar in any collision or on rollover. As an integral part of a screw ref. to DIN
931 Form Z the washer v~on't come loose on assembly.
Costs can be cut by positioning an unadjusted key between adjustable keys, sucli as rivet 15.4a ref. to DIN 660, fastened to the reinforcing plate of reinforcing panel 18.1a arranged along the side rail. However, when the number of the interengaging assemblies is limited in a low-cost configuration, for perfect interengagement the provision witli keys 15.1 to 15.8, 30 to 37 without key 15.~1a is ultvnately necessary.
Large total stress of the load cases e.g. I to III results in total deformation (buckling) of 1~~ the pillars, side rail, vehicle roof and/or doors because stress ofveliicle body and doors in a real accident can never be; predetermined in the research and crash tests, three of which are mentioned in the problem case E4, due to the collision type, the boundary conditions and properties of two masses colliding against each other. Four front collision types are shown in Fig. 13. In a real accident a fi~ont, side and/or rear collision can end up in a pile-up or on 1:i a rollover, tlius increasing; the number of collision types and making a FEM calculation impossible. To resolve such iudetenninate stress the vehicular couples comprising front pillar / door 8, 8B, rear pillar / door 8, 8B, vehicle roof 17 / door 8, 8B
and side rail 18 /
door 8, 8B must be equipped with many iuterengaging assemblies operating in numerous planes, sucli as keys 30 & holes acting in the first operating z-y plane, keys 31 & holes 20 acting in the second operating z-x plane, key 15.2a & hole, shown in Fig.
3, acting in the third operating z-y plane send in co-operation with additional interengaging assemblies, the mating parts of which ma:y be chosen among the keys 15.1, 15.2, 15.3, 15.3a, 15.4, 15.4a, 15.5, 15.5a, 15.6 to 15.8, 32 to 37 and mating receptacles in the above-mentioned embodiments.
2~ Although the present invention has been described and illustrated in detail, it is clearly understood that the termviology used is intended to describe rather than limit. Many more objects, embodiments, features and variations of the present invention are possible in light of the above-mentioned te;acliiugs. Therefore, within the spirit and scope of the appended claims, the present invention may be practised otherwise than as specifically described and 3G~ illustrated.

Claims

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. A door for a motor vehicle equipped with a door frame comprising at least two impact beams (1, 7, 1B, 7B), at least one window-guide channel (6, 6B, 6.1, 6.2, 6.1B, 6.2B, 6.1a, 6.2a, 6.1aB, 6.2aB) to guide and receive a window pane and interlocking assemblies, such as engaging holes and engaging keys (15.1 to 15.5a,15.7, 15.8, 30 to 37) and engaging hooks (15.6) and a reinforcing rod (17.1d), being equipped with adjusting devices to adjust to permissible tolerances or clearances, where the motor vehicle comprises vehicular couples each of which consisting of a vehicle door (8, 8B) and a vehicle door in juxtaposition, a vehicle roof (17), side rail (18), flange (21, 21T, 21h, 21x) of a passenger compartment (20) of the vehicle body or at least one post section, characterized in that the adjustable interlocking assemblies are defined by a) a plurality of engaging members arranged to the vehicle roof (17) and side rail (18) and b) the engaging mating members arranged to the window-guide channel, wherein c) the interlocking assemblies are in form locking connection, when vehicle door is closed, by the adjusting devices to adjust to the permissible tolerances, and ensure a perfect interengagement in the state of deformation in the event of real-world accident and interlocking resulting from the increase of impact energy so that all vehicle doors are always interlocked to protect passengers against ejection from the passenger compartment and/or intrusion of a deformed vehicle member and connected to the vehicle roof (17) and side rail (18) to lower stress due to the increasing stiffness of the vehicle body and the energy distribution to the vehicle members thereof.

2. A door according to claim 1, characterized in that the interlocking assemblies of the vehicular couple are arranged in at least two operating planes.

3. A door according to claim 1 or 2, characterized in that the reinforcing rod (17.1d) is arranged to the vehicle roof (17) and a number of engaging hooks (15.6) is arranged to the upper part of the window-guide channel.

4. A door according to one of claims 1 to 3, characterized in that the reinforcing rod (17.1d) is arranged to the side rail (18) and a number of engaging hooks (15.6) is arranged to the upper part of the window-guide channel.

5. A door according to claim 2, characterized in that a plurality of the engaging members (33, 34) of interlocking assemblies in two operating planes is arranged to the window guide channel of the vehicle door (8, 8B) adjacent to the post section and the engaging mating members are arranged to the post section having a stud (298) of the door lock (248).

6. A door engaging according to one of claims 1 to 5, characterized in that at least one pair of the engaging members is arranged to both legs of a U-shaped housing (17.3, 18.3) in the common post section of vehicle doors (8, 8B) in juxtaposition and the engaging mating members are arranged to both window-guide channels of the vehicle doors to define the adjustable interlocking assemblies consisting of the engaging holes and engaging keys (15.3,15.3a,15.5, 15.5a).

7. A door according to claim 6, characterized in that the U-shaped housing (17.3) is in force-locking connection with the engaging members (15.3, 15.3a) of the vehicle doors in juxtaposition and with the common post section thereof, a reinforcing panel (17.1b) arranged along the vehicle roof and a transverse girder (17.2c) ofthe common post sections of both vehicle sides facing each other.

8. A door according to claim 6 or 7, characterized in that the U-shaped housing (18.3) is in force-locking connection with engaging members (15.5,15.5a) of the vehicle doors in juxtaposition and with the common post section thereof a reinforcing panel (18.1b) arranged along the side rail and a transverse girder (18.2) of the common post sections of both vehicle sides facing each other.

9. A door according to claim 2, characterized in that a plurality of the engaging members of interlocking assemblies in three operating planes is arranged to the post section whereto the vehicle door is pivotally attached and the engaging mating members are arranged to the window-guide channel of the vehicle door adjacent to the post section to define the interlocking assemblies consisting of the engaging holes and engaging keys (15.1,15,8,31) in three operating planes.

10. A door according to one of claims 1 to 9, characterized in that a plurality of the engaging members of interlocking assemblies is arranged to the passenger compartment (20) and the engaging mating members are arranged to the window-guide channel to define the adjustable interlocking assemblies consisting of the engaging holes and engaging keys (30,32,35,37).

11. A door according to claim 8, characterized in that a belt case (26) is accommodated in the U-shaped housing (18.3).

12. A door according to one of claims 1 to 11, characterized in that both ends of the stiff U-shaped window-guide channel (6, 6B) face the lower vehicle member and the upper part thereof faces the upper vehicle member to accommodate the respective engaging members of the interlocking assemblies.

13. A door according to claim 12, characterized in that both ends of stiff U-shaped window-guide channel (6, 6B) are force-locking connected with each other by a transverse window-guide member (6.4, 6.4B).

14. A door according to one of claims 1 to 11, characterized in that the window-guide channels (6.1, 6.2, 6.1B, 6.2B) are reinforced by two stiff window-guide members (6.1a, 6.2a, 6.1aB, 6.2aB).

15. A door according to one of claims 1 to 11, characterized in that the window-guide channels is reinforced by one stiff window-guide member (6, 6B).

16. A door according to one of claims 1 to 11, characterized in that the vehicle roof accommodating the engaging members is reinforced by a reinforcing plate, reinforcing element and transverse girder of the post sections of both vehicle sides facing each other.

17. A door according to one of claims 1 to 16, characterized in that the engaging member, comprising mechanical connection elements such as screw, rivet, washer, nut, pin, engaging rings etc. and an engaging hook (15.6) with interior diameter "d1"
and gap "s1" or a sleeve (15.11) of the engaging key and a washer (15.13) with outer diameter "D", is provided with the adjusting device to adjust the tolerances between the engaging member and the engaging mating member from outside the motor vehicle.

18. A door according to claim 17, characterized in that the front region of washer (15.13) has radial teeth.

19. A door according to claim 17 or 18, characterized in that the washer is an integral part of a screw.

20. A door according to one of claims 17 to 19, characterized in that the sleeve (15.11) of engaging member with exterior diameter "d" is governed by the condition "D
>= d >= d R", where "D" is the exterior diameter of washer (15.13) and "d R" is the diameter of spacer (15.12).

21. A door according to one of claims 1 to 20, characterized in that the interlocking assembly comprises an engaging hole arranged in the window-guide channel (6.1a, 6.2a, 6.1aB, 6.2aB) and an engaging key (15.1) rigidly attached to a reinforcing plate of the post section, whereto the transverse girder (17.2d) and reinforcing panel (17.1c) arranged along the vehicle roof or side rail are rigidly attached.

22. A door according to one of claims 1 to 21, characterized in that the interlocking assembly comprises an engaging key (15.2a) rigidly attached to a stiff member (6.11) of the window-guide channel (6.1a, 6.2a, 6.3, 6.4, 6.1aB, 6.2aB, 6.3B, 6.4B) and an engaging hole arranged in a reinforcing panel (17.1) arranged along the vehicle roof or side rail, where the reinforcing panel (17.1) is rigidly attached to the post section and to a reinforcing plate (17.2a) and transverse girders (17.2, 17.2b) or to a reinforcing plate (17.2a).

23. A door according to one of claims 1 to 22, characterized in that the interlocking assembly comprises an engaging hole arranged in the reinforcing panel (17.1a, 18.1, 18.1a) arranged along the vehicle roof or side rail and an engaging key (15.2, 15.4, 15.4a) fixed to the window-guide channel (6.1a, 6.2a, 6.3, 6.4, 6.1aB, 6.2aB, 6.3B, 6.4B).

24. A door according to one of claims 1 to 23, characterized in that the vehicular couple is provided with an interlocking assembly, in which the reinforcing rod (17.1d) arranged along the vehicle member is fixed to two transverse girders (17.2e, 17.2f or 17.2f, 17.2g) and at least two engaging hooks (15.6) are fixed to the window-guide channels (6.1a, 6.2a, 6.3, 6.4 or 6.1aB, 6.2aB, 6.3B, 6.4B).

25. A door according to one of claims 1 to 24, characterized in that the vehicular couple is provided with an interlocking assembly, in which the reinforcing rod (17.1d) arranged along the vehicle member is fixed to transverse girders (17.2e, 17.2f, 17.2g) and at least four engaging hooks (15.6) are fixed to the window-guide channels (6.1a, 6.2a, 6.3, 6.4, 6.1aB, 6.2aB, 6.3B, 6.4B).

26. A door according to one of claims 1 to 25, characterized in that the interlocking assembly comprises an engaging hole arranged in a housing (6.5, 6.5B) fixed to the window-guide channel (6, 6B) and an engaging key (30, 32, 35) fixed to the upper flange (21) of the passenger compartment (20) reinforced by a stiff member (21.1, 21.4, 21.1B).

27. A door according to one of claims 1 to 26, characterized in that the interlocking assembly comprises an engaging key (30, 35) fixed to the post-section-flange of the passenger compartment (20) reinforced by a stiff member (21.2, 21.2B) and an engaging hole arranged in the housing (6.5, 6.5B) fixed to the window-guide channel (6, 6B) and impact beam (1, 1B).

28. A door according to one of claims 1 to 27, characterized in that the interlocking assembly comprises an engaging key (30, 32, 35) fixed to the lower flange of the passenger compartment (20) reinforced by a stiff member (21.3, 21.5, 21.3B) and an engaging hole arranged in the housing (6.5, 6.5B) fixed to the window-guide channel (6, 6B) and a retaining member (6.6b, 6.7b, 6.8).

29. A door according to one of claims 1 to 28, characterized in that a door-contour-shaped member (6.5C) adapted to the outer door-contour is arranged to the window-guide channel (6B) and impact beams (1B, 7B).

30. A door according to one of claims 1 to 29, characterized in that the interlocking assembly comprises an engaging key (37) rigidly attached to the post-section-flange of the passenger compartment (20) reinforced by a stiff member (21.4B, 21.6B, 21.5B) and an engaging hole arranged in the outer door-contour-shaped auxiliary part (6.5C).

31. A door according to one of claims 1 to 30, characterized in that the interlocking assembly comprises an engaging key (31, 36) rigidly attached to a retaining member (6.6a, 6.8) of the window-guide channel (6, 6B) and an engaging hole arranged in the post section reinforced by an extension member (23) and adjacent to the window-guide channel.

32. A door according to one of claims 1 to 31, characterized in that the interlocking assembly comprises an engaging key (33) rigidly attached to the window-guide channel (6, 6B) and an engaging hole arranged in the post section reinforced by the extension member (23), having the stud (298) of the door lock and adjacent to the window-guide channel.

33. A door according to one of claims 1 to 32, characterized in that the interlocking assembly comprises an engaging key (34) rigidly attached to a retaining member (6.7a) of the window-guide channel (6, 6B) and an engaging hole arranged in the post section reinforced by the extension member (23), having the stud of the door lock and adjacent to the window-guide channel.

34. A door according to one of claims 1 to 33, characterized in that a tailgate door (8T), hood (8h), sliding side-, cargo door or trunk cover (8x) has the same features as the vehicle door.

35. A door according to one of claims 1 to 34, characterised in that metal, compound material, glass fibre reinforced material or non-metal material is suitable for material of the engaging member, window guide channel, auxiliary part, reinforcing element and U-shaped housing.