Abstract:
A vehicle door wedge assembly has an elastomeric wedge connected to a first member, and a second member. A wedge perimeter wall has exterior facing and engagement portions, and an interior wall equidistantly spaced from the engagement portion. The interior and engagement walls define an interior cavity. The exterior facing wall deflects into the interior cavity during engagement of the first and second members.

Description:
FIELD OF THE INVENTION  
       [0001]     The present invention relates in general to displacement limiting systems and more specifically to a device and method for coupling use for vehicle door wedge systems.  
       BACKGROUND OF THE INVENTION  
       [0002]     Vehicles including automobile sport utility vehicles, station wagons, mini-vans, cross-over vehicles, cargo vans and trucks often provide an access door, commonly known as a lift-gate door. Other similar door designs include hatchback doors, sliding doors and horizontally swinging doors. Although these door designs can be mounted differently, for simplicity, these door designs will hereinafter be summarized in reference to lift-gate doors. Lift-gate doors are frequently hinged along an upper horizontal surface, and latch adjacent to a flooring system of the automobile, commonly adjacent to the rear fender of the automobile. One or more latches can be used. The side edges of lift-gate doors are generally not hinged or physically connected to the vehicle structure or support posts at the rear of the vehicle. Motion of the vehicle therefore can result in “match-boxing”, or non-parallel deflection of the support posts relative to the squared sides of the lift-gate door.  
         [0003]     Match-boxing is undesirable for several reasons. First, side-to-side or non-parallel motion of support posts can impart additional vehicle noise, known as “chucking” at the lift-gate latch as the vehicle travels along rough or uneven surfaces. Second, vehicle drive train vibration known as idle or “drive train boom” can be transmitted as noise into the passenger compartment via known sliding wedge designs. Third, unless a mechanism is positioned between the lift-gate door edge and the support posts of the vehicle, full structural allowance for the stiffness of the lift-gate cannot be used in the design of the support structure area.  
         [0004]     In order to include the stiffness of the lift-gate door in the analysis and design of structural support posts, wedge assemblies having movable slides have been used which displace to span the gap between the lift-gate door and the support post. These assemblies reduce match-box deflection of the support posts by transferring some deflection load to the lift-gate door using wedge assemblies generally positioned between each support post and the lift-gate door. The wedge assembly can be fastened to either or both edges of the lift-gate door or to an edge of one or both of the support posts. In a further known design, a slide assembly is positioned against each lift-gate door side edge and a striker plate is separately mounted to each support post such that the slide engages the striker plate to limit match-boxing of the support posts.  
         [0005]     Common designs for sliding wedge assemblies have several problems. First, vehicle rattling noise is produced if the slide is not maintained in continuous contact with the striker plate (or vehicle support post) throughout the travel length of the slide. Tolerances used for common wedge assembly slides permit easy translation, but can result in rattling between the parts during vehicle travel. Second, vehicle build variation, vehicle manufacturing tolerances and/or frame vertical deflection during vehicle use can contribute to a disconnect or non-contact between the slide and the striker plate (or vehicle support post). If the slide is not maintained in contact with the vehicle support post or striker plate, rattling can occur. Third, contaminants such as dirt which contact portions of the wedge assembly could prevent the slide from moving freely, thus potentially resulting in increased chucking and/or increased lift-gate closing effort. Fourth, the hard plastic material commonly used for sliding wedge designs may not dampen the vibration caused by the drive train during idle operation, thus further contributing to drive train boom.  
       SUMMARY OF THE INVENTION  
       [0006]     According to a preferred embodiment a wedge assembly of the present invention includes first and second members each having a wedge contact side. An elastically deflectable wedge is connectable to the wedge contact side of the first member. The wedge has a perimeter wall defining a partially enclosed interior cavity. A curved wedge engagement surface of the wedge contact side of the second member is positioned for frictional engagement with the wedge. The perimeter wall of the wedge is deflectable at least partially within the interior cavity to accommodate a relative displacement between the first and second members.  
         [0007]     According to another aspect of the invention, a vehicle door wedge device includes first and second members each having a wedge contact side. A deflectable wedge is connected to the wedge contact side of the first member. The wedge has a perimeter wall defining an engagement wall portion and an outward facing wall portion, and an interior wall aligned substantially equidistantly to the engagement wall portion. The interior wall and the outward facing wall portion together define a partially enclosed interior cavity. The outward facing wall portion of the wedge is inwardly deflectable into the interior cavity and toward the interior wall to accommodate a relative displacement between the first and second members.  
         [0008]     According to still another aspect of the invention, an automotive vehicle including a plurality of wedge assemblies of the present invention is provided. A method for using first and second wedge assembly members and a deflectable wedge to releasably couple a vehicle door to a vehicle body is also provided.  
         [0009]     Wedge assemblies of the present invention provide several advantages. By eliminating the harder plastic sliding wedges of known wedge assemblies and replacing the sliding wedge with a deflectable elastomeric material wedge, acoustic performance of the vehicle is improved, including reduction of the interior vehicle sound level due to drive train “boom”. The deflectable elastomeric material wedge of the present invention also allows the sliding feature of previous designs to be eliminated, together with the spring or biasing element normally used to allow the wedge to slide. This reduces the number of parts, including eliminating the over-slam bumper previously used, and therefore the cost of the present invention wedge assemblies. The detrimental effects of dirt and similar materials which could previously effect the sliding motion of the wedge are reduced using a deflectable wedge of the present invention. Wedge assemblies of the present invention also provide an anti-chucking feature.  
         [0010]     Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0011]     The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:  
         [0012]      FIG. 1  is a rear elevational view of a vehicle having wedge assemblies of the present invention;  
         [0013]      FIG. 2  is a fragmentary perspective view showing a wedge assembly taken from area  11  of  FIG. 1 ;  
         [0014]      FIG. 3  is a fragmentary perspective view showing a striker member taken from area  11  of  FIG. 1 ;  
         [0015]      FIG. 4  is a perspective view of a wedge assembly of the present invention wherein the striker is not engaged with the wedge;  
         [0016]      FIG. 5  is a side elevational view of a wedge sub-assembly of the present invention;  
         [0017]      FIG. 6  is a bottom plan view of the wedge sub-assembly of  FIG. 5 ;  
         [0018]      FIG. 7  is a cross sectional side elevational view of the wedge sub-assembly of  FIG. 5  taken at section  7 ;  
         [0019]      FIG. 8  is a cross sectional side elevational view of the wedge sub-assembly similar to  FIG. 7  further showing an engaged or deflected condition between the striker and wedge;  
         [0020]      FIG. 9  is a rotated bottom perspective view of the wedge sub-assembly of  FIG. 5 ;  
         [0021]      FIG. 10  is a perspective view of a wedge assembly of the present invention; and  
         [0022]      FIG. 11  is a flow diagram of a method for using first and second wedge assembly members and a deflectable wedge to releasably couple a vehicle door to a vehicle body. 
     
    
     DETAILED DESCRIPTION  
       [0023]     The following description is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses.  
         [0024]     According to one preferred embodiment of the present invention and referring to  FIG. 1 , a vehicle  10  includes a rear lift-gate door  12  positioned between both a left support post  14  and a right support post  16  of vehicle  10 . A latch  18  is generally provided about mid span along a bottom edge of rear lift-gate door  12 . Side edges of rear lift-gate door  12  adjacent to left support post  14  and right support post  16 , respectively, are generally not latched or otherwise connectable to left support post  14  or right support post  16 .  
         [0025]     As best seen in  FIG. 2 , a wedge sub-assembly  20  having a wedge support member  22  is supported from left support post  14 . Wedge support member  22  is preferably provided of a “hard” polymeric material, for example a glass fiber reinforced polyamide material such as nylon 6-6, molded into the configuration shown. The term “molded” as used herein is intended to broadly encompass processes such as casting, injection molding, extrusion molding, pour molding, etc. The invention is not limited by the type of process used. In one embodiment, the glass fiber material is approximately 13% by weight of the total material volume of wedge support member  22  but can vary up to 33% or more by weight.  
         [0026]     For simplicity, discussion of the present invention refers in general to wedge sub-assemblies  20  connected to left support post  14 . Wedge sub-assemblies  20  of the present invention are not limited to specific locations, and can be connected to right support post  16  or other component parts including the rear lift-gate door of vehicle  10 . Wedge sub-assemblies  20  of the present invention can be “non-handed” for general interchangeable use or can be configured in “left hand” and/or “right hand” configurations at the discretion of the designer.  
         [0027]     A wedge  24  of an elastomeric material such as, but not limited to rubber, neoprene, silicon rubber, or elastically deformable polymeric material is connected to wedge support member  22 . Wedge  24  includes an engagement surface  26  inclined with respect to a wedge contact face  28  of wedge support member  22 . Wedge support member  22  further includes a first clearance aperture  30  and a second clearance aperture  32  (only partially visible in this view). A pair of metal or similarly known material fasteners  34  and  36  such as screws, self-tapping screws, self-tapping bolts are inserted through each of first clearance aperture  30  and second clearance aperture  32 , respectively, to threadably engage with a first engagement aperture  38  and a second engagement aperture  40 , respectively, provided in left support post  14 . Pre-installed or pre-molded nuts (not shown) can also be used in place of the engagement apertures. First engagement aperture  38  and second engagement aperture  40  are commonly aligned on an aperture centerline  42  and pre-located to substantially equal a spacing between first clearance aperture  30  and second clearance aperture  32 .  
         [0028]     Referring generally to  FIG. 3 , a striker member  44  includes a striker body  46  having a substantially flat end  48  and a curved end  50 . Striker body  46  is created of a similar material as wedge support member  22 . Flat end  48  of striker member  44  is fastenably connected to a support surface  52  of rear lift-gate door  12 . A recessed area  54  can be created within support surface  52  to provide a necessary flat seating surface for striker member  44 . Flat end  48  of striker member  44  includes a first clearance aperture  56  and a second clearance aperture  58 . A first fastener  60  and a second fastener  62  (similar to fasteners  34 , 36 ) are inserted through first clearance aperture  56  and second clearance aperture  58 , respectively, to fastenably engage within a first engagement aperture  64  and a second engagement aperture  66 , respectively. First and second engagement apertures  64  and  66  are also aligned and pre-located to substantially equal a spacing between first and second clearance apertures  56  and  58 . Similar to wedge sub-assemblies  20 , striker members  44  of the present invention are not limited to specific mounting locations, but are positioned to align with and engage wedge  24  of wedge sub-assemblies  20  when rear lift-gate door  12  is closed.  
         [0029]     Referring now in general to  FIG. 4 , a total wedge assembly  67  includes a wedge sub-assembly  20  and a striker member  44 . Wedge support member  22  can also provide a raised support area  68  to help locate and space wedge  24  with respect to striker member  44 . Raised support area  68  is larger than a footprint of wedge  24  so that wedge contact face  28  is substantially smooth and flat where wedge  24  contacts wedge contact face  28 . Raised support area  68  is raised with respect to a face  70  of wedge support member  22 . First and second clearance apertures  32 , 34  (only second clearance aperture  34  is visible in this view) are provided through face  70 . Wedge  24  includes an engagement wall  72  that abuts wedge contact face  28  to operably form a contact joint  74 . In one embodiment of the present invention, contact joint  74  provides a completely bonded joint between wedge  24  and wedge contact face  28  formed in during a single or double shot molding process of wedge  24  and wedge support member  22 . Contact joint  74  can also be provided with a layer of adhesive to create an adhesively bonded joint or can be created as a mechanically connected joint to be described later herein. Wedge  24  also includes first radial end  76  and a rounded contact face  78  having engagement surface  26  positioned between, and a second radial end  80 .  
         [0030]     Striker member  44  further includes a curved wedge contact surface  82  of curved end  50  and a distal edge  84 . To stiffen mounting striker member  44  for mounting, a first reinforcement area  85  can be provided proximate to first clearance aperture  56  and a second reinforcement area  86  can be provided proximate to second clearance aperture  58 . When wedge support member  22  is connected to rear lift-gate door  12  and the door is closed, wedge  24  contacts curved wedge contact surface  82  in the direction of arrow “A”. It is desirable that distal edge  84  be positioned to not directly contact wedge  24 . This helps prevent abrading the softer material of wedge  24 .  
         [0031]     Referring next to  FIGS. 5 and 6 , a wedge assembly  88  according to another preferred embodiment of the present invention includes a wedge  89  mechanically mounted to a wedge support member  90 . Most features of wedge assembly  88  are similar to wedge assembly  22  and are therefore numbered the same. Wedge  89  provides a perimeter wall  91  having an exposed or outward facing wall  92  and an engagement wall  94  similar in shape to engagement wall  72 . A portion  96  of engagement wall  94  is shown as it can be compressed against wedge contact face  28  when wedge  24  is subsequently contacted by striker member  44 . To further stiffen engagement wall  94 , an inner wall  98  is created which is integrally joined to engagement wall  94  with a plurality of spacers  100 . A plurality of cavities  102  can be provided to reduce a molding or casting cost of wedge  89 , the cavities  102  generally being defined between proximate ones of the spacers  100  or between a spacer  100  and a connection between outward facing wall  92  and engagement wall  94 . A partially enclosed interior or main cavity  103  is defined within outward facing wall  92  and engagement wall  94 .  
         [0032]     A height “B” of wedge assembly  88  can vary for different lengths of the vehicle surface(s) engaged and in one embodiment is approximately 3 in (7.6 cm). A total height “C” of wedge assembly  88  varies depending on a depth of raised support area  68  and in one embodiment is approximately 3- 3/16 in (8.1 cm). An orientation angle a can vary generally between approximately 60 degrees to approximately 90 degrees, but the invention is not limited by this range of orientation angle α. A radius “R” defining a male arc-shaped portion  104  of wedge  89  is provided which abuts with a corresponding female arc-shaped portion  105  of wedge support member  90  at wedge contact face  28 . Wedge assembly  88  also includes a total depth “E” and a total width “F” which also can vary with the application. In one embodiment, total depth “E” is approximately 1-¾ in (4.4 cm) and total width “F” is approximately 3- 3/16 in (8.1 cm).  
         [0033]     Referring next to  FIG. 7 , wedge  89  differs from wedge  24  primarily by the addition of mechanical connection elements integrally extending from at least one location on engagement wall  94 . In the example shown in  FIG. 7 , a first male extending member  106  includes a bulbous head  107  at a distal end and a mating ring  108  positioned proximate to engagement wall  94 . Mating ring  108  deflects when passed through a retention ring  110  of wedge support member  90  and elastically expands to “lock” wedge  89  in the position shown. A second male extending member  112  also integrally extends from engagement wall  94 .  
         [0034]     Referring now to  FIG. 8 , a deflected condition of wedge  89  of wedge assembly  88  is shown. When curved wedge contact surface  82  of striker member  44  contacts outward facing wall  92 , substantially only outward facing wall  92  of wedge  89  deflects. Engagement wall  94  and inner wall  98  can deflect, but do not substantially deflect, therefore cavities  102  do not substantially compress. Outward facing wall  92  elastically deflects partially into main cavity  103 . In one embodiment, outward facing wall  92  deflects during normal conditions up to approximately ¼ in (0.6 cm). It is desirable that outward facing wall only partially deflect into main cavity  103  during a normal or design deflection condition, to retain additional deflection space within main cavity  103  without outward facing wall  92  contacting inner wall  98 . Portion  96  of engagement wall  94  can partially compress against wedge contact face  28  when wedge  24  is contacted by striker member  44 .  
         [0035]     As best seen in reference to  FIG. 9 , the mechanical connections of wedge assembly  88  are clearly seen. To connect wedge  89  to wedge support member  90 , second male extending member  112  is initially aligned with and inserted through an elongated aperture  114 . Elongated aperture  114  is longitudinally oriented with a first axis  116 . After second male extending member  112  is inserted through elongated aperture  114 , second male extending member  112  is rotated approximately 90 degrees to align with a second axis  118 . In one embodiment, second axis  118  is substantially perpendicular to first axis  116 . This 90 degree rotation engages a surface  120  of second male extending member  112  with a second surface  122  of raised support area  68  which prevents removal of wedge  89  unless the rotation is reversed.  
         [0036]     To complete the installation of wedge  89 , bulbous head  107  of male extending member  106  is inserted through a clearance aperture  124  created for this purpose in curved wedge contact surface  82  of curved end  50  while elastically deflecting mating ring  108  at retention ring  110 . A conical section  126  of male extending member  106  helps align male extending member  106  in clearance aperture  124 .  
         [0037]     Wedge support member  90  also includes a plurality of stiffening ribs  128  and a radius “H” at curved end  50 . Curved end  50  can also vary in thickness from flat end  48 . A thickness “J” of curved end  50  is preferably thicker than a thickness “K” at flat end  48  to allow for the extension of male extending member  104 .  
         [0038]     Referring to  FIG. 10 , an exemplary design interference “L” is predetermined by the designer to accommodate cross car tolerance stack-up for vehicle  12 . The cross car tolerance stack-up varies between different vehicles  12  and includes a vehicle width tolerance, a lift-gate door installation tolerance, and an anticipated lift-gate door cross car deflection. When wedge assemblies of the present invention are positioned at both side edges of rear lift-gate door  12 , design interference “L” is approximately 50% of the cross car tolerance. Design interference “L” is also predetermined to provide additional clearance between striker member  44  at its design deflection position shown and inner wall  98  to prevent striker member  44  “bottoming out” on inner wall  98  during normal vehicle operation. The interference position of striker member  44  also maintains minimum contact between striker member  44  and wedge  24  in a normally closed condition of rear lift-gate door  12  to permit a portion of the structural load of vehicle  10  to be transferred via the wedge assembly(ies) to rear lift-gate door  12 .  
         [0039]     At least the flat end  48  and curved wedge contact surface  82  of striker member  44  and preferably also the wedge contact face  28  and the face  70  of wedge support member  22  have a “grained” surface finish (not visible in the Figures), selected by the designer and provided during the molding, casting or curing process. There are several purposes for using a grained surface finish. A first purpose is to prevent the softer elastomeric material of the wedge  24  from adhering or sticking to the flat end  48  or the curved wedge contact surface of striker member  44 . A second purpose is the grained surface finish improves the appearance of the outward or visible surfaces of the wedge assembly.  
         [0040]     Referring generally to  FIG. 11 , the method for using first and second wedge assembly members and a deflectable wedge to releasably couple a vehicle door to a vehicle body is described. In a first step  130 , the method includes connecting the deflectable wedge to the wedge contact side of the first member. In a second step  132 , the method includes aligning the second member for frictional engagement with the outward facing wall portion of the wedge. In a third step  134 , the method includes deflecting the outward facing wall portion of the wedge with the second member at least partially within the interior cavity when the first and second members engage each other.  
         [0041]     Wedge assemblies of the present invention provide a self-limiting stop for lift-gate door travel when the door is closed, because of the wedge taper shape and orientation. Previous designs for sliding wedge assemblies provide a rubber or similar material over-slam bumper to limit forward door closure travel. The use of an over-slam bumper is therefore obviated in the wedge assembly design of the present invention.  
         [0042]     Wedge assemblies of the present invention provide several advantages. By eliminating the harder plastic sliding wedges of known wedge assemblies and replacing the sliding wedge with a deflectable elastomeric material wedge, acoustic performance of the vehicle is improved, including reduction of the interior vehicle sound level due to drive train “boom”. The deflectable elastomeric material wedge of the present invention also allows the sliding feature of previous designs to be eliminated, together with the spring or biasing element normally used to allow the wedge to slide. This reduces the number of parts and therefore the cost of the present invention wedge assemblies. The detrimental effects of dirt and similar materials which could previously effect the sliding motion of the wedge are reduced using a deflectable wedge of the present invention. Wedge assemblies of the present invention also provide an anti-chucking feature.  
         [0043]     The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.