DE102010028514A1 - Adjustment device for shifting a motor vehicle part - Google Patents

Abstract

The invention relates to an adjustment device for displacing a motor vehicle part (T) relative to a motor vehicle structure (K) in an adjustment area, with a first component (1, 1 *, 1 ') assigned to the motor vehicle part (T) and one associated with the motor vehicle structure (K) second component (2, 2 *), which is connected to the first component (1, 1 *, 1 ') and relative to which the first component (1, 1 *, 1') is adjustable in the adjustment range between two end positions. According to the invention, it is provided that the adjusting device has a damping device (3, 4; 4 *, 5; 3 **, 4 *; 3 **, 4 '; 3 **, 4' '), which by interaction of the first and second Components (1, 2; 1 *, 2 *) are actuated with one another and, after their actuation along a predetermined section (s) of the adjustment range, an adjustment movement of the first component (1, 1 *) relative to the second component (2, 2 *) brakes in the direction (R1) of at least one end position until the first component (1, 1 *) reaches the end position.

Description

The present invention relates to an adjusting device for displacing a motor vehicle part relative to a motor vehicle structure according to the preamble of claim 1.

About such adjustment, the motor vehicle part can be moved guided in a defined adjustment. For this purpose, the adjusting device comprises a first component associated with the motor vehicle part and a second component assigned to the motor vehicle structure, which is connected to the first component and relative to which the first component is adjustable in the adjustment range between two end positions. Such motor vehicle parts are regularly motor vehicle doors (side and rear doors) and shutters (front and tailgates), which are each displaceable relative to a motor vehicle structure in the form of the body. Typically, said motor vehicle parts are hinged to the motor vehicle structure, so that they can be displaced between a first end position (fully opened state) and a second end position (closed state).

The two components of the adjusting device are regularly connected to each other in connection parts of a hinge or a linkage, by means of which a guided displacement of the motor vehicle part is ensured in the adjustment.

Particularly in the case of motor vehicle parts that are to be displaced manually, it often happens that the motor vehicle part is displaced at high speed in the direction of one of the two end positions. Thus, it may happen, for example in a motor vehicle door as a motor vehicle part to be relocated, that it is dynamically thrown up by a user and thus transferred at high speed to a completely open state as the first end position. So that the motor vehicle part can not be displaced arbitrarily far, an end stop element or a plurality of end stop elements are provided for defining two end positions, against which the motor vehicle part or components fixed thereto strike and the motor vehicle part can not be displaced further beyond them. For example, rubber stops are used regularly as end stop elements against which a motor vehicle door or parts thereof strike in an end position in order to stop a displacement movement of the motor vehicle door.

Although such rubber stops are elastic, so that they can at least absorb or absorb kinetic energy of the motor vehicle door by virtue of contraction upon reaching the respective end position. However, the damping provided by the rubber stops is insufficient to keep the motor vehicle door in the predetermined end position when the motor vehicle door is displaced toward the respective end position with high kinetic energy. Thus, the vehicle door can come back, so again move away in the opposite direction of the short-term reached end position, creating the risk that the returning motor vehicle door abuts a user or operator and injured.

The present invention is therefore based on the object to further improve an adjusting device for moving a motor vehicle part and in particular to provide a way that is reduced in a displacement of the motor vehicle part in the direction of a predetermined end position of the motor vehicle part, the risk that the motor vehicle part from this end position in undesirable Way returns and moves in an opposite direction.

This object is achieved with the adjusting device according to the claim 1.

In this case, an adjusting device according to the invention comprises a damping device, which is actuated by interaction of the first and second components with each other and after their actuation along a predetermined portion of the adjustment a displacement of the first part to be relocated motor vehicle associated first component relative to the motor vehicle structure associated second component in the direction at least one of two possible end positions of the two components decelerates to each other until the first component reaches this end position.

In the case of the motor vehicle part to be displaced relative to a motor vehicle structure, it may be, for example, a motor vehicle door, in particular pivotably mounted, that is to say a motor vehicle door. h., u. a. a hinged or hinged side or rear door, or act to a flap (front or tailgate) of a motor vehicle. By targeted deceleration in a (last) portion of the approved adjustment range before reaching the actual end position of the first component relative to the second component and thus before reaching an end position of the motor vehicle part can be ensured that a motor vehicle part inherent kinetic energy over the damping device already largely is absorbed before the motor vehicle part reaches the actual end position, for example by abutment against an end stop element.

In the context of the invention is usually assumed that the adjustment of the braked over the damping device first component is forced from the outside, ie, results from a displacement and current movement of the motor vehicle part on which the first component is fixed. Thus, the adjusting movement of the first component relative to the second component fixed to the motor vehicle structure is caused here by an adjusting force acting on the displaceable motor vehicle part.

As already mentioned, the two end positions of the first and second components in the permitted adjustment range correspond to first and second intended end positions of the motor vehicle part relative to the motor vehicle structure. Thus, it is preferable for a first end position or a first end position to be a fully opened state of a motor vehicle part, while a closed state of the motor vehicle part is defined via the second end position or the second end position. Accordingly, the damping device of the adjustment device preferably brakes an adjustment movement of the first component in the direction of a first end position, in which the motor vehicle part is in a fully open state and an opening to be closed by the motor vehicle part (such as a door opening for getting in and out of the vehicle) Getting out of a motor vehicle) in a maximum of the vehicle structure folded position releases.

The actuation (activation) of the damping device by interaction of the relatively adjustable and interconnected first and second components preferably takes place automatically at the beginning of the predetermined portion of the approved adjustment range during an adjustment movement of the first component in the direction of the one (first) end position. Similarly, an (automatic) deactivation of the damping device, whereby the deceleration of the first component is interrupted and stopped, when leaving the predetermined portion by the first component, d. h., So with sufficient removal of the first component of the one (first) end position and the entry of the first component in the at least one further portion or the at least one further portion of the adjustment in the direction of the other (second) end position of the first component ,

According to the invention, the damping device is active in a predetermined section of the complete, permitted between the two end positions adjustment and brakes within this section from an adjustment of the first component. In one embodiment, the damping device is further designed such that it counteracts the deceleration of the first component whose adjustment exclusively along the predetermined section. Thus, by means of the damping device before reaching the (first) end position, the adjustment movement of the first component is slowed down only along this portion of the adjustment, while an adjustment of the first component in the rest adjustment is unaffected by the damping device. In this way, the damping device is intended exclusively for reducing a displacement of the first component in the direction of the first end position relative to the second component and thus acts exclusively as (possibly additional) damping before reaching an end position by the first component or one End position by the associated motor vehicle part. In the part of the adjustment region lying outside the predetermined section, and preferably by a multiple, a (displacement) movement of the first component relative to the second component is unaffected by the damping device.

For this purpose, it is provided in preferred embodiments that the first component and the second component outside of the predetermined portion before reaching the one (first) end position can not cooperate with each other in a manner to activate the damping device. In this case, the first component over the entire adjustment is adjustable along the second component, but only at or from a certain defined relative position of the first and second component to each other, which marks the beginning of the predetermined section, with the second component in such a way that over this Damping device is actuated.

Furthermore, it can be provided that the first component is guided in the adjustment area along the second component. In other words, the second component, in sections or over the entire adjustment range, provides a physical guidance for the first component, so that the first component can be adjusted in a defined manner between the first and second end positions. For this purpose, a guide member is provided on the first component of the adjusting device, on which abuts a portion of the second component and / or in which a portion of the second component engages or which engages in a portion of the second component. In this case, this system of the first and second component or their engagement with each other is such that the first component can slide along the guide part of the second component in the adjustment between the two end positions.

In preferred embodiments of the present invention, the first component of the adjusting device is translationally adjustable in the adjustment region relative to the second component. The fixed to the moving motor vehicle part first component is thus within the approved Adjusting range between the two end positions adjustable along a straight line and thus differs in particular from an embodiment of an adjusting device with a rotary hinge, in which a (first) component connected to the motor vehicle part is pivotable about a pivot axis relative to (second) components fixed to the motor vehicle structure, to allow a relocation of the motor vehicle part.

In contrast, the first component is in this case connected to the second component in such a way that it is translationally guided along a displacement of the motor vehicle part along the second component or is guided past it in a translatory manner. Preferably, the second component is designed to extend longitudinally for this purpose, for example in the form of a push rod, so that the first component is guided along the longitudinally extending second component adjacent thereto and / or engaging in the adjustment region. A longitudinally extending second component can preferably be guided in sections through a first component fixed to the motor vehicle part, so that the second component extends through the first component and defines a physical guide axis along which the first component is translationally adjustable.

Alternatively, it is of course possible to make the above-described configuration also vice versa, so that the first component fixed to the motor vehicle part is an elongate and, for example, rod-shaped component, which is guided in a translatory manner past a second component fixed to the motor vehicle structure is as soon as a relocation of the motor vehicle part takes place.

In both cases, in a hinged to the motor vehicle structure motor vehicle part, such as a motor vehicle door or a flap, each elongate member to the associated motor vehicle part or the associated motor vehicle structure are pivotally mounted to allow a jam-free displacement of the motor vehicle part. In this case, the associated pivot axis of the elongate component extends transversely to the guide axis, along which a relative movement of the first component to the second component takes place.

In preferred embodiments of adjusting devices according to the invention, the damping device has at least one first brake component on the first component and at least one second brake component on the second component, which interact with one another to decelerate an adjustment movement of the first component. In this case, an interaction of the two brake components is understood in particular to mean that they are in direct contact with each other within the predetermined section.

For example, it may be provided that the two brake components, which are each arranged and fixed to one of the two components and thus also relative to the second component are adjusted relative to each other in an adjustment of the first component, within the predetermined portion of the adjustment in frictional contact with each other stand to slow down an adjustment movement.

Furthermore, at least one of the brake components provided on the two components is preferably at least sectionally adjustable by interaction with the at least one other brake component of the other component in order to be converted into a braking position or braking movement starting from a rest position with inactive damping device, in or over the kinetic energy transmitted by the motor vehicle part to the first component is absorbed. Here, the one (eg first) brake component is adjustably mounted on the one (eg, first) component, so that upon contact with the other (second) brake component of the other (second) component, an adjustment of the one (first) Brake components on the one (first) component takes place.

For this purpose, in preferred embodiments, an at least partially elastically formed and / or elastically mounted brake component is transferred by contact with the other brake component from a rest position to a braking position in which these adjustable brake component with a provided on their intended braking surface in frictional contact with a friction surface on the her Component is brought. Thus, if, for example, the first brake component provided on the first component is adjustably configured, a brake surface of the first brake component is brought into sliding or frictional contact with an associated friction surface of the first component by contact with the second brake component arranged immovably on the second component to decelerate the first component before it reaches the respective end position. In addition to a frictional or positive contact between the first and second brake component thus (additional) frictional contact between the adjustable (first) brake component and its associated fixed friction surface of the associated (first) component is produced. This is a deceleration of the relative movement of the first component relative to the second component realized by the two each fixed to a component and (exclusively) over the portion of the adjustment cooperating brake components.

By providing a braking surface on the adjustable brake component and a friction surface associated with it on the respectively associated component and the other brake component being used primarily for the actuation of the damping device, in particular the adjustment of the brake component effecting a brake component can be made comparatively small. However, this other (preferably the second) brake component is in frictional or positive contact with the adjustable (first) brake component within and along the predetermined portion to decelerate the braking force applied by pressing the braking surface against the associated friction surface To initiate component in the stationary second component.

In embodiments of adjustment devices according to the invention, the damping device has at least one spring which acts on a brake component or forms a brake component. Thus, it is provided in embodiments that one of the brake components, which interact with each other for deceleration of the first component, is a leaf spring or a wrap spring (leg spring). In this case, the leaf spring is pressed by contact with the other brake component with a braking surface against a friction surface to decelerate an adjustment movement of the first component. In the case of the wrap spring, in turn, it is provided that this is contracted by contact with the further brake component, that is, increasingly nestles against a friction surface of a brake shaft, around which the wrap spring is wound.

Alternatively, a spring-mounted brake component can be provided which is adjusted by contact with the further brake component when the first component moves within the predetermined section and in particular toward the one (first) end position. In this case, such a spring-mounted brake component is adjusted during an adjustment movement of the first component to the first end position to such that it compresses a sealingly closed by this brake component cavity, thus reducing the volume of this cavity. A trapped in the cavity, preferably gaseous fluid (for example, air) is further pressed out of the cavity through a small opening, so that is slowed by the expended for the displacement of the fluid from the cavity energy, the adjustment movement of the first component.

In order for the displacement of the fluid, a comparatively large force on the cavity occluding brake component must be exercised so as to absorb a large part of the kinetic energy inherent in the motor vehicle part, the opening of the cavity in cross section is many times smaller than the cross section of the cavity ,

The opening initially acts as an outlet for the fluid to be displaced during an adjustment movement of the first component to the one (first) end position. At the same time, however, this opening is also provided as an inlet for the fluid during a return movement of the brake component. In this case, such a brake component is reset due to their elastic storage again, so that the cavity increases again as soon as the first component removed again from the respective end position in an opposite adjustment. The desired damping or braking effect, which is thus provided via the fluid displacing brake component, is thus provided, for example, with adjustment movement of the first component in the direction of the first end position, while the cavity increases again and refills, as soon as the first component again in Direction of the second end position is moved or adjusted.

In preferred embodiments of the adjusting device according to the invention the adjusting device is designed such that the damping device is actuated by contact of the two brake components, which are each provided on one of the first and second components. The damping device thus begins with a deceleration of the adjustment movement of the first component only when the two brake components are brought into contact with each other at the beginning of the predetermined portion of the adjustment and before reaching the corresponding end position. Consequently, the two brake components only come into contact when the first component has approached in the adjustment range between the two end positions of the one end position to a predefined distance.

In this case, an actuation (activation) of the damping device preferably takes place mechanically and thus not electrically or electronically and thus without corresponding electronic control elements. Rather, in preferred embodiments, as already explained above, actuation of the damping device triggered by adjustment of an adjustably mounted brake component, so that this example, via a braking surface makes a frictional contact with an associated friction surface or (in particular against a spring force) performs a braking movement, in which fluid trapped in a cavity is displaced by the adjustable brake component.

For ensuring that even one with high kinetic energy towards a (first) End position moving motor vehicle part with only low speed arrives in this end position in which the motor vehicle part is finally (finally) stopped, or is decelerated to a stop (continuously) until reaching the end position, is provided in one embodiment that the damping device is formed is that after its activation of an adjusting movement of the first component counteracts a braking force, which increases starting from the beginning of the predetermined portion with increasing approach of the first component to the one end position. An adjusting movement of the first component is thus braked more strongly by the damping device of the adjusting device with increasing approach to the one (first) end position, the closer the first component of this (first) end position comes relative to the second component.

In this way, it can be ensured, for example, that the first component is reliably braked by the damping device to a standstill and thus until it reaches the (first) end position. The braking force is thus variable and proportional to a distance covered in the section. The greater the kinetic energy with which the first component or the motor vehicle part is adjusted in the direction of the one end position, the greater the proportion of the part, the first component can cover. In this case, it can be provided that deceleration of the first component to standstill can be achieved in each case via the increasing braking force.

However, as this also makes it difficult to move the motor vehicle part in the direction of the other (second) end position, and, for example, a built-up frictional connection would have to be released, it is preferred that the increasing braking force does not exceed a predefined maximum value, so that no damping force is applied across the damping device Locking of the first component is provided relative to the second component. Thus, the damping device is preferably designed such that it counteracts only one adjusting movement in the direction of the one (first) first end position with a braking force, with normal use, however, no locking of the first and second component relative to each other and in particular an adjustment of the one ( first) end position away does not counteract.

For this purpose, for example, adjustably designed brake components of the damping device are biased in an unloaded state, so that without concerns an adjusting force on the first component, which moves the first component in the direction of a (first) end position, the adjustable brake component endeavors, in a starting position or Return to rest position. Based on the examples described above, an elastically formed and / or elastically mounted (first) brake component is thus biased in the direction of the rest position, so that a frictional contact between a braking surface of the brake component and an associated friction surface of the associated component is released as soon as no more adjusting acts on the first component, or the restoring force acting on the brake component at least counteracts this frictional contact and the frictional contact is caused against this restoring force by the other contacting brake component.

In a further development, the damping device is further designed such that the braking force counteracting the adjusting movement initially increases in a first region of the section and remains constant in a second region adjoining it in the direction of the one end position until reaching the end position. In such an embodiment, therefore, the braking force initially increases (continuously) in the direction of the one (first) end position until it reaches a maximum value which is kept constant until reaching the end position.

In one embodiment, the course of the braking force along the portion of the adjustment is predetermined via a control contour of a brake component, along which control contour at least a portion of the other brake component is guided, while the first component is within the predetermined section. In this way, the applied and the adjusting movement counteracting braking force is controlled, for example, over the covered displacement of that portion of a brake component that moves within the section along the control contour of the other brake component. The section of a brake component is thus - preferably transverse to a translational adjustment movement of the first component relative to the second component - imposed its own adjustment movement on the control contour, which regulates the braking force. Thus, for example, the control contour may have a sloping or ramp-shaped area which, as the first component approaches the (first) end position transversely or radially to the direction of movement of the first component, an adjustment of the section resting on this inclined or ramp-shaped area the other brake component causes.

Furthermore, it can be provided that at least one end position of the first component is defined by an end stop element (on the second component) on which the first component abuts in this end position such that the first and second component are not in an adjustment direction relative to one another are further adjustable. In this case, it is thus provided that the damping device exclusively brakes the adjustment movement of the first component relative to the second component, while the definition of a (final) end position over which a (further) adjustment of the first component relative to the second component in an adjustment direction not is more possible, defined by a stop forming an end stop element.

For functional integration and component reduction is provided in one embodiment that the Endanschlagelement forms a brake component of the damping device, which is in operative contact with the at least one other brake component within the predetermined portion of the adjustment, to an adjustment of the first component before reaching the end stop defined by the Endanschlagelement decelerate. Such Endanschlagelement thus cooperates along the predetermined portion and a thus predetermined braking distance with the other brake component of the other component and simultaneously represents a stop to define the (final) an end position.

For this purpose, in one exemplary embodiment, an end stop element has an end face which defines the stop between the first and second component, while the end stop element simultaneously forms a control contour over at least one section or side face extending essentially transversely to this end face. By way of this control contour, such an end stop element cooperates with a further brake component along the predetermined section as part of the damping device in order to decelerate the adjustment movement of the first component before contact of its end face with a stop surface on the other component.

Preferably, the end stop element is provided on the second component, so that the first component moves toward or away from the end stop element when the motor vehicle part is displaced.

In the course of a compact embodiment of the adjusting device, it is further preferred if a stop surface for the end stop element fixed to the second component is formed within the first component, so that the end stop element is ingesting one (first) end position of the first component relative to the second Component is completely or at least partially included within the first component.

In a further embodiment, the end stop element is provided as a separate component and thus not as part of the damping device. In this case, the end stop element is arranged in particular on the second component such that the first brake component of the first component (uninfluenced, that is, without contact with the end stop element) can be guided past it. In other words, the end stop element is thus arranged on the second component such that the second brake component of the second component only comes into operative contact with the first brake component of the first component in order to decelerate the (further) adjustment movement in the direction of the one (first) end position, after the end stop member likewise fixed to the second component has passed the first brake component (at least partially or completely). In a concrete exemplary embodiment, a separate end stop element along an elongate second component, which forms a physical guide axis for the first component translationally guided along the second component, is arranged in front of the second brake component likewise provided on the second component in the direction of the first component.

In one embodiment of the present invention, the damping device is provided in addition to a locking device, which allows within the (complete) adjustment range of the first component or the motor vehicle part (optionally stepless) locking of the first component relative to the second component. Such a locking device is for example in the WO 2009/007400 A1 described.

The basic principle of such a locking device is the provision of at least two friction elements as friction partners, which can be brought into frictional contact with each other and in a relative movement of the first and second component and thus at an intended displacement of the motor vehicle part are detachable from each other. One of the two friction elements is rotatably connected to a drive shaft, so that when a displacement of the motor vehicle part and an associated rotation of this drive shaft and the associated friction element is rotated, while at least one other friction element is installed stationary, so that the drive shaft and thus the Motor vehicle part can be locked via a frictional contact between the two friction elements. Usually, thus, one friction element can slide along the other (fixed) friction element both under sliding friction conditions and be brought into abutment with the other friction element under static friction conditions for locking.

While such a locking device without an externally applied adjusting force on the first Beauteil the first component relative to and on the second component by frictional engagement in Locked throughout the adjustment, is provided via the damping device of the present invention only selectively in a portion of the adjustment (in addition) a deceleration of an adjustment in an externally applied adjusting. Thus, the damping device of the present invention is activated only selectively by interaction of the first and second components with each other, so that (exclusively) in the predetermined section, a deceleration takes place.

In one embodiment of the adjusting device according to the invention thus in addition to a locking device, a damping device is integrated, which decelerates in a section before reaching an end position an adjustment (additional), so that the first component or the associated motor vehicle part its end position or end position at a specifically reduced speed reached. In the section in which thus attack both the damping device of the adjustment and an additional locking device for locking the motor vehicle part on the first component, thus causing a user intended adjustment of the first component in the direction of the one end position on the one hand releasing a lock on the Locking device while the damping device is activated or remains. In this way, there is a functional separation between a locking of the motor vehicle part or its first component of a deceleration of the motor vehicle part or the first component during an adjustment in a last section or portion of the permitted adjustment in the direction of an end position or end position ,

In the course of a compact embodiment of such an adjustment device is provided in one embodiment, that the friction surface, for the application of a braking force a braking surface of a brake component is brought into contact, formed on the outer surface of a drive shaft of the locking device, by means of which when used as intended a release of the locking device realized by the locking takes place. For this purpose, for example, a wrap spring is wound as a brake component of the damping device to this drive shaft, which contracts when approaching the first component within the predetermined section to the one (first) end position and comes into frictional contact with the outer surface of the drive shaft.

The first component associated with the motor vehicle part and fixed thereon preferably comprises both a housing in which the friction elements of the locking device to be frictionally engaged with each other are housed, as well as at least a first brake component of the damping device in order to accommodate the entire adjustment device in a space-saving manner. In such an embodiment, the first component fixed to the motor vehicle part to be displaced has a housing on or in which the at least one first brake component of the damping device is mounted, as well as a locking housing accommodating the friction elements of the locking device. Consequently, in this embodiment of an adjusting device according to the invention, both the at least one first brake component of the damping device and the housing of the locking device with the at least two friction elements are adjusted relative to the second component fixed to the motor vehicle structure when the motor vehicle part is displaced.

The fixed on the movable motor vehicle part first component thus integrated in such an embodiment not only essential parts of a locking device, but also essential components of an independent and separately actuated damping device by means of which an adjustment movement of the first component relative to the second component (additionally) is braked , Thus, apart from a locking device, a separate device for braking or damping is also provided, which absorbs (additionally) the kinetic energy of the motor vehicle part before reaching an end position.

Advantageous embodiments of an adjusting device according to the invention are also given by the subclaims.

In addition, other features and advantages of the invention will become apparent from the following description of embodiments with reference to the accompanying drawings.

Show it:

1A - 1D various views of a first embodiment of an adjusting device according to the invention with a translationally adjustable first component, which is to be fixed to a motor vehicle part and guided along an elongated, fixed to a motor vehicle structure second component;

1E a section of the embodiment of the 1A to 1D in an enlarged view, in which the first component is shown shortly before reaching an end position relative to the second component;

2A - 2E different views of a further embodiment of an adjusting device according to the invention with an alternatively formed damping device;

3A - 3B various schematic views of an adjusting device with a modified damping device, which on the damping device according to the embodiment of 2A to 2E based;

4 a schematic view of another alternative embodiment of an adjusting device according to the invention;

5A - 5B Cut representations of two mutually different damping devices or brake components, which in the embodiment of the 4 are usable.

The 1A - 1E . 2A - 2E . 3A and 3B . 4 such as 5A and 5B each show exemplary embodiments of an adjusting device according to the invention or parts of such an adjusting device, in which always a first, fixed to a motor vehicle part T to be displaced component 1 . 1* relative to a fixed to a motor vehicle structure K second component 2 . 2 * along one of the second component 2 . 2 * defined guide axis A is translationally adjustable to allow a displacement of the motor vehicle part T relative to the motor vehicle structure K.

In principle, the adjusting device according to the invention can be used for any movable motor vehicle part, such as, for example, hinged or foldable motor vehicle doors or hinged or foldable closing flaps, for example for an engine compartment, trunk or glove compartment. In the illustrated embodiments, the adjusting device for a motor vehicle door T is used as an example of a relative to a motor vehicle structure in the form of a body K movable motor vehicle part and therefore fixed in this motor vehicle door T first component of the adjustment as a door component 1 . 1* designated. The fixed to the body K second component, relative to the door component 1 . 1* is adjustable in each case is in the embodiments shown as elongated along the guide axis A push rod 2 . 2 * educated. The adjusting device therefore has here a linkage, by means of which a guided displacement of the motor vehicle door T is ensured in an approved adjustment

The push rod 2 . 2 * is in each case fixed at one end in the region of an attachment point B on the body K, for example on an A- or B-pillar of the motor vehicle and pivotally mounted on this about a transverse to the guide axis A pivot axis.

The first component or door component 1 . 1* slides in each case within an adjustment range permitted between two end positions along the push rod 2 . 2 * , In this case corresponds to an end position of the door component 1 . 1* relative to the push rod 2 . 2 * in each case an approved end position of the motor vehicle door T. Thus, by a first end position of the door component 1 . 1* relative to the push rod 2 . 2 * defines a maximum possible, folded end position of the motor vehicle door T, in which the motor vehicle door T is in a fully open state. A second end position of the door component 1 . 1* relative to the push rod 2 . 2 * is further given by a second end position of the vehicle door T, in which the motor vehicle door T is in a closed state, that closes a provided in the body K door opening and thus rests against a door frame defining this door opening.

The installation position of the adjusting device within the motor vehicle door T or within the body K are exemplary in the 3A and 4 seen.

The 1A - 1E show a first embodiment of an adjustment device according to the invention for a motor vehicle door, for reasons of clarity, the vehicle door T and the body K, on which the motor vehicle door T is articulated, are not shown. While the 1A and 1D that with a push rod 2 connected and along this push rod 2 adjustable door component 1 the perspective of the adjusting device in each case in one of two possible end positions, are in the 1B and 1C a plan view and a sectional view according to the in 1A shown relative position of the door component 1 to the push rod 2 shown. The 1E again shows a fragmentary enlarged sectional view, in which the door component 1 is shown shortly before reaching a first end position.

The push rod 2 along which the door component 1 in the permitted for the motor vehicle door T adjustment range is hinged at one end in the region of an attachment point B on the motor vehicle structure, so that the push rod 2 about a pivot axis in pivot directions SR perpendicular to the guide axis A defined by it for the door component 1 is movable at displacement of the vehicle door T. In this way, the door component fixed to the likewise pivotally mounted motor vehicle door T can be fixed 1 be adjusted without jamming along the guide axis A in adjustment directions R1 and R2, when the vehicle door T is moved as intended. The door component 1 always slides between the two push rod ends 21 and 22 the push rod 2 within the permitted adjustment range, on the one hand by the stop of the motor vehicle door or its attachment to a door frame and on the other hand by a stop of the door component 1 at an end stop element 3 the push rod 2 is limited.

In the 1A is a second end position of the door component 1 relative to the push rod 2 shown, in which the motor vehicle door is in a second end position and is closed.

The 1D shows in contrast the relative position of the door component 1 to the push rod 2 in the other, first end position, in which the motor vehicle door T is in its other, first end position, that is maximally open and thus maximum of the body K is folded down. In an end position of the vehicle door or an end position of the door component 1 is thus always a further adjustment of the door component 1 in an adjustment R1 or R2 no longer possible. While the limitation of the adjustment in a second adjustment direction R2 of the door component 1 towards the one push rod end 22 is limited by interaction of the motor vehicle door T with the body K, so plant the vehicle door T or stop the vehicle door T to the door frame, is the second end position of the vehicle door T in the first adjustment direction R1 through the door component 1 and the push rod 2 specified.

For this purpose, the push rod 2 a rigid end stop element 3 on, that at the push rod 2 is immovably fixed and attached to the door component 1 with a stop surface 120 can strike and be stopped, leaving the door component 1 over the end stop element 3 away in the first adjustment direction R1 can not be adjusted.

The stop surface 120 of the door component 1 is on the housing 12 provided and extends substantially perpendicular to the guide axis A. The end stop element 3 in turn has one of the stop surface 120 facing end face 32 on, at the stop surface 120 (flat) is applied when the door component 1 relative to the push rod 2 occupies the first end position and thus the vehicle door can not be opened further.

Thus the stop of the door component 1 at the end stop element 3 not unattenuated, it is common to the front 32 and / or the stop surface 120 form at least slightly compliant and for this purpose, for example, provide a damping stop element D made of rubber. As in the enlarged sectional view of 1E it can be seen, in the present case, a resilient damping element D on the door component 1 provided that the stop surface 120 and is suitable, a stop of the door component 1 at the end stop element 3 to cushion within certain limits.

But just when the motor vehicle door T thrown up and thus quickly and with high kinetic energy in the direction of the first end position, ie in the maximum open position, transferred, it often happens in conventional adjustment that the vehicle door T when reaching the end position not to Standstill comes, but rather springs back and moves back in the opposite direction. However, there is the risk that a vehicle occupant opening the motor vehicle door T will be injured by the returning motor vehicle door T.

In order to minimize this risk and possibly exclude completely, according to the invention a damping device is provided, which in the present embodiment by a brake unit 4 on the door component 1 and the end stop element 3 at the push rod 2 is formed. For actuation / activation of this damping device, the end stop element occurs 3 with the brake unit 4 in contact, so that consequently only by interaction of the door component 1 with the push rod 2 in a certain predetermined relative position of the two components to each other, the damping device takes on its function. The damping device is thus only in a certain, predetermined portion s of the entire possible or approved adjustment, in which the door component 1 relative to the push rod 2 is adjustable, activatable, this section s present only a fraction of the total permitted adjustment range. The damping device is thus by the Endanschlagelement 3 only active as soon as the door component 1 the end stop element 3 has sufficiently nourished.

The aim of the damping device is an adjustment movement of the door component 1 in the one adjustment direction R1 on the end stop element 3 towards and thus towards the one, first end position decelerate, so that the door component 1 with its stop surface 120 with significantly reduced speed on the (second) front side 32 the end stop element 3 meets. For this purpose are within the housing 12 of the door component 1 through which the push rod 2 is guided two opposite, elastically formed first brake components 4.1 and 4.2 provided in the form of leaf springs.

These first brake components 4.1 and 4.2 the brake unit 4 within the door component are essentially constructed in three sections; one inside the case 12 clamped and thus fixed base 40 which extends substantially perpendicular to the guide axis A, one from this base 40 angled and towards the end stop element 3 projecting brake section 41 and a to this brake section 41 adjoining and starting from this of the guide axis A away slightly angled start-up section 42 , Here is the brake section 41 along with the start-up section 42 each elastic and thus formed at least slightly adjustable transversely to the guide axis.

The elastic brake sections 41 the first two brake components 4.1 and 4.2 of the door component 1 each lie a brake shoe 13.1 respectively. 13.2 inside the case 12 across from. These brake shoes 13.1 and 13.2 each have a respect to the guide axis A obliquely extending braking surface 130 on, against which the brake section 41 a first brake component 4.1 respectively. 4.2 can be pressed by the resulting frictional contact between the brake section 41 and the friction surface 130 the adjustment of the door component 1 decelerate in the adjustment direction R1, before the door component 1 its end position relative to the push rod 2 achieved by the contact surface 120 at the front 32 the end stop element 3 is defined. The end stop element 3 forms in the present case at the same time one on the push rod 2 provided (second) brake component of the damping device, so that the damping device by the contact of the Endanschlagelements 3 with the two opposing first brake components 4.1 and 4.2 of the door component 1 is pressed.

So are the two starting sections 42 the first two brake components 4.1 and 4.2 of the door component 1 such inside the case 12 Aligned to a certain distance from the stop surface 120 from the front side 32 each one of two control contours 30 the end stop element 3 contact and rest on this. The end stop element 3 is dimensioned so that it is the starting section 42 and thus the brake section 41 the respective brake component 4.1 and 4.2 in the direction of the brake shoes 13.1 and 13.2 suppressed. Due to the frictional contact between the friction surface 130 the brake shoe 13.1 respectively. 13.2 and the respective associated brake section 41 the first brake components 4.1 and 4.2 on the door component 1 and the frictional contact between the first brake components 4.1 and 4.2 and the end stop element 3 can thus be an adjusting movement of the door component 1 relative to the push rod 2 be slowed down before the door component 1 with its stop surface 120 at the end stop element 3 ultimately strikes.

The two opposite control contours 30 of the end stop element 3 extend substantially transversely to the second end face 32 at the stop surface 120 of the door component 1 strikes when taking the first end position, and form a top and bottom of the end stop element 3 , A control contour 30 thus connects in each case the opposite faces 31 and 32 the end stop element 3 ,

In the enlarged sectional view of 1E is particularly evident that the control contour 30 in two sections, an oblique contact section 30.1 and a support section 30.2 , is divided. In the area of the oblique contact section 30.1 the control contour is inclined to the guide axis A, initially to an increasing adjustment of the run-up sections 42 and brake sections 41 transverse to the adjustment movement of the carrier component 1 when approaching the end stop element 3 to effect. One on a sloping contact section 30.1 adjoining start-up section 42 the first two brake components 4.1 and 4.2 thus slides along each of the oblique contact portion 30.1 so that the brake section 41 each with increasing approach of the stop surface 120 of the door component 1 to the end stop element 3 transverse to the adjustment of the door component 1 adjusted and thus increasingly against the friction surface 130 an associated brake shoe 13.1 . 13.2 is pressed. A particular by a contact of the brake sections 41 with the two brake shoes 13.1 and 13.2 resulting braking force, an adjustment of the door component 1 counteracts, thus increases first (continuously) at an approach of the door component 1 to the first end position.

About the at the oblique contact section 30.1 adjoining the guide axis A extending support portion 30.2 Then, a built-up braking force is kept constant. The control contour 30 the end stop element 3 , which also acts here as a second brake component, thus here gives a course of the braking force, with the adjusting movement of the door component 1 relative to the push rod 2 is counteracted by the brake components 4.1 and 4.2 each with a section along such a control contour 30 with their sections 30.1 and 30.2 slide and thereby be adjusted transversely to the adjustment direction R1 to the one (first) end position. A longitudinal force FR in the one adjustment direction R1 on the support member 1 thus causes contact from the control contour 30 with the two brake components 4.1 and 4.2 and the associated actuation or activation of the damping device in each case a transverse force F ₁ and F ₂ on the starting sections 42 and brake sections 41 the first brake components 4.1 and 4.2 in the direction of their associated brake shoes 13.1 and 13.2 ,

The adjusting movement of the door component 1 counteracting resulting braking force is due to the illustrated configuration of the damping device consequently shortly before only in a (last) section s of the entire adjustment Reaching the first end position present. As in the rest of the adjustment at the push rod 2 fixed end stop element 3 and the brake components 4.1 and 4.2 of the door component 1 Do not touch, is an adjustment movement of the door component 1 relative to the push rod 2 outside the predetermined section s unaffected by the action of the damping device.

In this case, the length of the section s, in which the damping device is active and an adjustment movement of the door component 1 counteracts, from the positioning of the first brake components 4.1 and 4.2 as well as in particular of their dimensioning. The first brake components 4.1 and 4.2 in the form of the leaf springs and the stop surface 120 on the door component 1 are arranged to each other so that first the two brake components 4.1 and 4.2 about their respective start-up section 42 with the end stop element 3 contact and operate the damping device before the stop surface 120 on the second front side 32 on the end stop element 3 meets. So can the door component 1 decelerated before it stops by the second end face 32 finally stopped. It is in the embodiment of the 1A to 1E one of the adjusting movement of the door component 1 counteracting braking force over the contour of the end stop element 3 only kept constant as soon as the door component 1 with its stop surface 120 the second end face 32 the end stop element 3 has approached to a certain distance in the 1E is illustrated by a gap of width d.

In addition to that from the brake unit 4 and the end stop element 3 formed damping device, which only from a certain relative position of the door component 1 to the push rod 2 by contact of the end stop element 3 with the first two brake components 4.1 and 4.2 is actuated, the present adjusting device also has a likewise on the door component 1 trained locking device 10 on. About such a locking device takes place over the entire adjustment a locking of a relative position of the door component 1 relative to the push rod 2 by at least two within a lock housing 11 the locking device 10 intended friction partners. The operation of such a locking device is for example from the WO 2009/007400 A1 known.

A housing inner wall 110 of the lock housing 11 forms a fixed friction partner, with a within the lock housing 11 movably mounted locking element 111 as another friction partner frictionally engageable in contact. In the present case, this locking element 111 rotatably connected to a drive shaft which extends along a central axis M perpendicular to the guide axis A. The push rod 2 is in contact with this drive shaft, so that this drive shaft and thus the locking element 111 relative to the housing inner wall 110 is moved when the door component 1 along the guide axis A relative to the push rod 2 emotional. The locking element 111 is in the direction of the housing inner wall 110 elastically biased so that the locking element 111 when stopping a relative movement of the door component 1 against the housing inner wall 110 is pressed by the resulting frictional engagement and the connection between the door component 1 and push rod 2 to lock these two components of the adjusting relative to each other and thus the motor vehicle door in any position.

The damping device of the adjusting device is thus present in addition to the locking device 10 on the same door component 1 provided so that the door component 1 over the locking device 10 relative to the push rod 2 can be locked in a (arbitrary) position within the entire adjustment and (additionally) in the predetermined section s of the adjustment before reaching the end position and thus the stop of the stop surface 120 at the end stop element 3 is slowed down.

In the course of a compact design of the door component 1 is the lock housing 11 the locking device 10 partly in the housing 12 recorded and between two parallel to the guide axis A extending and at a distance opposite bearing arms 12.1 and 12.2 established.

As in particular on the basis of 1C and 1D is apparent, is the door component 1 designed so that the stop surface 120 inside the case 12 lies and the end stop element 3 completely on the locking device 10 and whose drive shaft is passable before the end stop element 3 in its function as a second brake component, the damping device is actuated and subsequently the stop surface 120 at the end stop element 3 strikes.

On the case 12 is between the bearing arms 12.1 and 12.2 Furthermore, a guide part 112 arranged, which is the push rod 2 encompasses and positively connected with this. About the leadership part 112 is the door component 1 by engagement with the push rod 2 defined along the push rod 2 in the adjustment translationally adjustable.

Due to the resulting multi-part construction of the door component 1 are those on the door component 1 fixed first brake components 4.1 and 4.2 . with their sections 41 and 42 , with the second brake component or here the end stop element 3 for actuating the damping device are brought into contact, further along the guide axis A between a portion of the housing 12 with the guide part 112 and the locking device 10 and an area with the stop surface 112 so that as a complete assembly along the push rod 2 sliding door component 1 is extremely compact.

In the embodiment of the 1A to 1E is - as in the following embodiments of the 2A to 2E and 3A to 3B - About the damping device not only within the approved adjustment range, but also before reaching a proper end position of the vehicle door and even during the displacement of the motor vehicle door in the direction of this end position (additional) deceleration of the displacement movement of the motor vehicle door or the adjustment of the door component 1 given. The first end position or end position itself is only about the system of the door component 1 with its stop surface 120 at the end stop element 3 Are defined. In contrast, the end position or end position is defined on the one hand only with the use of a conventional rubber stopper and absorbed by contraction part of the kinetic energy of the motor vehicle part only after the intended end position or end position by stop the rubber stop has already been reached (short term). By extension of the rubber material of the rubber stopper and thus slight springing back of the motor vehicle door - especially when hitting the rubber stopper at high speed - a designated end position is thus taken up here only after a reversal of the adjusting movement.

In addition, such an elastic rubber stopper is not "misaligned" on the associated component to which it is fixed, but always remains immovably thereon. Damping can therefore be done solely by the resilience of the rubber material and can only be increased by the thickness of the rubber stopper is increased. However, this would require significantly more space with significantly increased damping.

In addition, a rubber stop takes only when moving in an adjustment direction R1 of the door component 1 to the first end position to kinetic energy. In contrast, the present braking device 3 . 4 over the rubbing on the brake shoes 13.1 and 13.2 adjacent first brake components 4.1 and 4.2 within the section s of the adjustment in both possible adjustment directions R1, R2 active and acts an adjustment movement of the door component 1 relative to the push rod 2 opposite. In this way, it is ensured that the motor vehicle door comes to a standstill within the section s even at a significantly increased speed of displacement of the motor vehicle door T to the first end position (and any consequent reversal of its displacement movement by springing back). Preferably, however, the braking device is designed so that it the door component 1 (as well as the following 1* and 1' ) decelerates so far that when the door component stops 1 at the end stop element 3 over its stop surface 120 the door component 1 safely comes to a standstill and the kinetic energy of the motor vehicle door T has been absorbed so far that no reversal of the displacement and adjustment takes place.

In the embodiment of 2A to 2E an alternative damping device is shown, here from one of a Endanschlagelement 3 * separate second brake component 5 at the push rod 2 * and a first brake component 4 * in the form of a wrap spring (leg spring) on a door component 1* is formed. This is thus in contrast to the previous embodiment, one on the push rod 2 * provided Endanschlagelement 3 * for defining a defined end position and relative position of the door component 1* to the push rod 2 * from a second brake component 5 for actuating the damping device and for interacting with the first brake component 4 * on the door component 1* differently.

In order to illustrate the operation of this inventively designed adjustment, the shows 2A in perspective, the door component 1* and the push rod 2 * in a second end position, in which the door component 1* connected motor vehicle door in a fully closed state, that is present in its second end position. The 2E again shows in an identical perspective view of the push rod 2 * and the associated door component 1* in the first end position, in which the motor vehicle door is completely or maximally open, ie in its first end position, and a stop surface 120 * of the door component 1* consequently on a front side 32 the end stop element 3 * is applied.

Furthermore, the show 2A to 2E by way of example a fastening element BS, over which in the region of the fastening point B the push rod 2 * is articulated in the pivot directions SR on the motor vehicle structure.

The end stop element 3 * is substantially identical to the end stop element 3 formed and thus also extends substantially transversely to the guide axis A at the pushrod 2 * so that the end stop element 3 * (as well as the end stop element 3 ) each having a portion transverse to the guide axis A on the push rod 2 * protrudes. Again, defines one on the Endanschlagelement 3 * provided (second) end face 32 a first end position of the door component 1* by placing one on a case 12 * of the door component 1* intended stop surface 120 * on this front side 32 strike flat and the door component 1* over the end stop element 3 * away can not be further adjusted in an adjustment R1. When creating the stop surface 120 * at the end stop element 3 * thus takes the with the door component 1* connected motor vehicle door T a maximum possible folded end position to the body K a.

In analogy to the embodiment of the 1A to 1E is also the first here, on the adjustable door component 1* provided brake component 4 * adjustable designed to within a predetermined portion s of the entire adjustment an adjustment of the door component 1* relative to the push rod 2 * decelerate before the door component 1* at the end stop element 3 * strikes. The second brake component 4 * This is due to interaction with the on the push rod 2 * provided second brake component 5 with a friction surface 130 * can be brought into frictional contact. The first brake component 4 * in the form of a wrap spring is starting from a first, in a housing 12 * of the door component 1 fixed leg ( 40 * , compare 3A and 3B ) several times around a brake shaft 13 * wrapped around over the windings around the brake shaft 13 * a brake section 41 * define. The wrap spring also stands with a second (free) leg 42 * from this brake shaft 13 * substantially radially, that is, substantially perpendicular to that of the brake shaft 13 * defined center axis M, forth.

This free thigh 42 * is from a certain relative position of the door component 1* relative to the push rod 2 * , ie from the beginning of the section s, via contact with a control contour 50 the second brake component 5 adjustable, so that the leg spring is contracted and the brake section 41 * in frictional contact with the friction surface 130 * is brought. This is done by running the free leg 42 * on a sloping contact section 51 and an adjoining support section 52 the control contour 50 the free thigh 42 ** at an adjusting movement of the door component 1* in the one adjustment direction R1 on the end stop element 3 * relative to the brake shaft 13 * adjusted. As a result, they nestle around the brake shaft 13 * extending windings of the brake section formed thereby 41 * in ever increasing measure to the braking surface 130 * on and an adjustment movement of the door component 1 relative to the push rod 2 is counteracted to the door component 1* decelerate.

The embodiment of 2A to 2E thus has one inside the housing 12 * accommodated wrap spring, which from a certain relative position of the door component 1* relative to the push rod 2 * via a frictional contact or frictional engagement an adjustment of the door component 1* slows down after the door component 1* a section s of the entire adjustment range has been achieved by one on the push rod 2 * provided second brake component with a on the door component 1* provided first brake component 4 * in contact.

Here, too, the damping device of the adjusting device shown is in addition to a locking device 10 * provided on the in analogy to the previous embodiment, a relative position of the door component 1* to the push rod 2 * by mutually frictionally engageable friction partners in the form of a movable locking element 111 and a housing inner wall 110 (infinitely) can be locked in the entire adjustment. Again, both the lock housing 11 * the locking device 10 * as well as a leadership part 112 * , which by positive engagement in the push rod 2 * a defined leadership of the door component 1* ensures along the guide axis A, between two bearing arms 12.1 * and 12.2 * stored. Again, this is the lead part 112 * and the locking device 10 * along the guide axis A in the direction of the end stop element 3 * seen in front of the stop area 120 * on the door component 1* arranged so that the end stop element 3 * is at least partially vorbeiführbar these components before the door component 1* at the end stop element 3 * strikes. By the arrangement of the second brake component 5 behind the end stop element 3 * So, starting from the stop surface 120 * seen in the adjustment direction R1, the end stop element 3 * also within the door component 1* at the first brake component 4 * or their free leg 42 ** completely passable before the first brake component 4 * with the second brake component 5 * comes into contact with an adjustment movement of the door component 1* decelerate. Further, the friction surface becomes 130 * on a substantially cylindrical brake shaft 13 provided at the same time as the drive shaft of the locking device 10 * in a relative movement of the door component 1* concerning the push rod 2 * a relative movement of the locking element 111 with respect to the housing inner wall 110 of the lock housing 11 * causes.

The 3A and 3B illustrate schematically in a sectional plan view another embodiment of the embodiment of the 2A to 2E , It is in the 3A in particular, the motor vehicle structure in the form of the body K can be seen, on which the motor vehicle door _{T is} articulated about a hinge axis T _A in pivoting directions S _T. The pivotable push rod 2 * is on the body K in the region of the attachment point B with a fastener BS (see. 2A to 2E ) fixed while the door component 1* is immovably fixed to the vehicle door T and the defined displacement of the vehicle door T along with the door component 1* connected push rod 2 * is guided in a sliding manner.

In a modification to the previous embodiment of the 2A to 2E is here, as in particular in 3B on an enlarged scale, instead of the separate second brake component 5 only one end stop element 3 ** provided for actuating the damping device, which thus both for the definition of the first end position and for interaction with the first brake component 4 * is used in the form of the wrap spring. Consequently, here the damping device of the adjusting device here by the first brake component 4 * and the end stop element 3 ** educated.

About contact with the free thigh 42 ** becomes during (further) adjustment movement of the door component 1* in the adjustment direction R1, the wrap spring contracts and thus the brake section 41 * increasingly against the friction surface 130 * the brake shaft 13 * pressed. The concomitant structure of a frictional force due to the friction of the brake section 41 * on the friction surface 130 * acts the further adjustment movement of the door component 1* relative to the push rod 2 * opposite.

Reaching the first end position of the door component 1* relative to the push rod 2 * , beyond which a further adjustment of the door component 1* in the adjustment direction R1 is no longer possible, is also about the first brake component 4 * of the door component 1* specified. Once the through the brake section 41 * defined braking surface 410 * completely frictionally engaged on the friction surface 130 * the brake shaft 13 * is applied and thus a further contraction of the leg spring or a further adjustment of the free leg 42 * about the center axis M relative to the brake shaft 13 * is no longer possible, an adjustment of the door component 1* in the adjustment direction R1 relative to the push rod 2 * finally stopped.

Due to the deceleration along the section s, as the damping path or braking distance substantially the (elastic) bending path of the free-standing leg 42 * from the contact to the brake shaft 13 * is also ensured in this embodiment that the door component 1* and thus the motor vehicle door T is not abruptly stopped, but is continuously slowed down before reaching an end position or end position and (additional) damping experiences in the predetermined portion s of the entire adjustment.

The 4 shows in with the 3A coincidental view of a further alternative embodiment of an adjusting device according to the invention, in which the on a door component 1' provided parts of the damping device in the form of a brake unit 4 ' respectively. 4 '' each in the 5A and 5B are shown in detail. Here, in contrast to the embodiments of the preceding figures, a deceleration is not achieved by a frictional contact, but primarily by displacement of a fluid from a cavity.

In both cases is on the door component 1' an adjustable and elastically mounted first brake component 4.1 ' respectively. 4b intended. This first brake component 4.1 ' . 4b is along the section s by contact with the at the push rod 2 * projecting rigid end stop element 3 ** against a spring force of a spring element 4.2 ' respectively. 4.2 '' and by displacing one in a cavity 400 ' respectively. 400 '' located fluid adjusted to an adjustment of the door component 1' relative to the push rod 2 * counteract in the adjustment direction R1 with a braking force. In this case, the first brake component closes 4.1 ' . 4b each sealing a filled with fluid (here air) cavity 400 ' respectively. 400 '' in a brake housing 4.0 ' respectively. 4.0 '' ,

The brake housing 4.0 ' . 4.0 '' each has one of the first brake component 4.1 ' . 4b opposite opening 4.4 ' . 4.4 '' on. About this opening 4.4 ' . 4.4 '' may be at an adjustment of the first brake component 4.1 ' . 4b displaced fluid from the cavity 400 ' . 400 '' escape.

Here is the cross section of this opening 4.4 ' . 4.4 '' many times smaller than the cross section of the cavity 400 ' . 400 '' such that the fluid displacing first brake component 4.1 ' . 4b with comparatively great force on the opening 4.4 ' . 4.4 '' has to be moved to convey fluid therethrough. That in the respective cavity 400 ' . 400 '' contained fluid is thus through a through the end stop element 3 ** actuated adjustment of the first brake component 4.1 ' . 4b compressed and out of the cavity 400 ' . 400 '' through the opening 4.4 ' . 4.4 '' pressed, causing the on the door component 1' acting adjusting force as well as the motor vehicle door T inherent kinetic energy is at least partially absorbed and converted into heat.

About that at the first brake component 4.1 ' . 4b attacking spring element 4.2 ' . 4.2 '' , the inside the cavity 400 ' . 400 '' is arranged, the first brake component 4.1 ' . 4b elastically mounted and automatically returned to an unloaded starting position or rest position as soon as the door component 1' adjusted in the opposite direction of adjustment R2 and thus the motor vehicle door T is shifted starting from a maximum open state in the direction of the closed state.

In the embodiment of the 5A is the first brake component 4.1 ' formed in the shape of a piston, in a cavity 400 ' defining brake housing 4.0 stored and between two side walls of this brake housing 4.0 ' slidably guided. For sealing the cavity 400 ' through the first brake component 4.1 ' this is on its peripheral side with at least one seal 4.3 ' provided (for example in the form of an O-ring). Such can via a through the first brake component 4.1 ' sealed bearing opening no fluid escape and the fluid only through the small opening 4.4 ' through from the cavity 400 ' displaced and upon a return movement of the first brake component 4.1 in the cavity 400 ' can get into it.

In the embodiment of the 5B is also a fluid receiving cavity 400 '' inside the brake housing 4.0 '' provided, in which case the outer walls surrounding the cavity of the brake housing 4.0 '' by two brake housing halves sealed together 4a and 4b is formed. Preferably, it is in the two brake housing halves 4a and 4b in the region of a schematically illustrated fixing V interconnected parts to each other glued rubber halves, the cavity between them 400 '' with the spring element inserted therein 4.2 '' enclose. Such a variant for a brake unit 4 '' on the door component 1' a damping device of the adjusting device is thus particularly favorable and without great effort to produce.

About the elastic formation of at least one brake housing half 4b For example, by manufacturing from a rubber material, this brake housing half acts as the first brake component 4b that is relative to the other brake housing half 4a is adjustable to displace the trapped fluid. The opening 4.4 '' for the exit or inlet of the fluid is therefore in the brake housing half 4a provided, that of the other brake housing half or first brake component 4b opposite.

About the arrangement in or on a door component 1' , which is also a locking device 10 ' analogous to the locking device 10 . 10 * Thus, in this case too, an (additional) deceleration of the adjustment movement of the door component can be achieved in a simple manner 1' relative to the push rod 2 * be provided before the door component reaches an end position in which it by abutment against an end stop element 3 '' is set in an adjustment direction R1, so can not be adjusted in this adjustment direction R1.

All embodiments shown is thus common that a damping device is provided in addition to a locking device, which is equally controlled by the door component as the first component of the adjustment and the push rod as a second component of the adjustment. Furthermore, in all embodiments by an adjustable on the door component trained first brake component, which in the embodiments of the 1A to 1E . 2A to 2E and 3A to 3B formed elastically and in the embodiments of the 4 . 5A and 5B is elastically mounted, provided an additional deceleration of the door member relative to the push rod to achieve a deceleration of the displaced motor vehicle door T before the motor vehicle door T reaches a maximum possible, folded end position. As a result, in particular, the locking device may have a lower moment of movement, without a cushioning for the motor vehicle door T is negatively affected. Rather, a return of the motor vehicle door T can be effectively avoided even when raising the vehicle door T at high speed by the additional damping device, since this only reaches a final position at a reduced speed.

In all embodiments, in each case a length of a section s of the adjustment region corresponds to a predefined damping path, in which an adjustment movement of the first door component 1 . 1* . 1' relative to the push rod 2 . 2 * via the two brake components to be brought into contact with each other 4.1 . 4.2 ; 4 * ; 4.1 '; 4b ; 3 . 3 ** . 5 specifically from a certain relative position of the door component 1 . 1* . 1' to the push rod 2 . 2 * is slowed down. In each case, the on the door component 1 . 1* . 1' provided first brake component 4.1 . 4.2 ; 4 * ; 4.1 '; 4b relative to one on the door component 1 . 1* . 1' fixed part of the braking device (in the form of the brake shoe 13.1 . 13.2 , the brake shaft 13 * , the wall of the brake housing 4.1 ' or the brake housing half 4a ), one of the adjusting movement of the door component 1 . 1* . 1' build up counteracting braking force.

LIST OF REFERENCE NUMBERS

1, 1 *, 1 '

door component

10, 10 *, 10 '

Locking device

11, 11 *

Stop housing

110

Housing inner wall

111

Fixing element

112, 112 *

guide part

12, 12 *

casing

12.1, 12.2

bearing arm

12.1 *, 12.2 *

bearing arm

120, 120 *

stop surface

13 *

brake shaft

13.1, 13.2

brake shoe

130, 130 *

friction surface

2, 2 *

pushrod

21, 22

Push rod end

3, 3 **

End stop element / (second) brake component

3 *

end stop

30

control contour

30.1

(oblique) contact section

30.2

bearing section

31

(first) front side

32

(second) front side

4 *

(first) brake component

4, 4 ', 4' '

brake unit

4.0 ', 4.0' '

brake housing

4.1 '

(first) brake component

4.1, 4.2

(first) brake component

4.2 ', 4.2' '

spring element

4.3 '

poetry

4.4 ', 4.4' '

opening

40

Base

40 *

(fixed) thigh

400 ', 400' '

cavity

41

braking section

41 *

braking section

410 *

brake surface

42

start section

42 *

(free) thigh

4a

Brake housing half

4b

Brake housing half / (first) brake component

5

(second) brake component

50

control contour

51

(oblique) contact section

52

bearing section

A

guide axis

B

fastening point

BS

fastener

d

gap width

D

stop element

F ₁ , F ₂

lateral force

F _R

longitudinal force

K

body

M

central axis

R1, R2

adjustment

SR

pan direction

s

Braking distance / section of the adjustment range

S _T

pan direction

T

Motor vehicle door

T _A

hinge axis

V

fixation

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 2009/007400 A1 [0043, 0082]

Claims (15)

Adjusting device for displacing a motor vehicle part relative to a motor vehicle structure in an adjustment range, with a first component associated with the motor vehicle part and with a second component associated with the motor vehicle structure, which is connected to the first component and adjustable relative to the first component in the adjustment between two end positions is, characterized in that the adjusting device comprises a damping device ( 3 . 4 ; 4 * . 5 ; 3 ** . 4 * ; 3 ** . 4 '; 3 ** . 4 '' ) caused by interaction of the first and second components ( 1 . 2 ; 1* . 2 * ; 1' . 2 * ) is actuated to each other and after their actuation in a predetermined section (s) of the adjustment an adjusting movement of the first component ( 1 . 1* . 1' ) relative to the second component ( 2 . 2 * ) decelerates in the direction (R1) of at least one end position until the first component ( 1 . 1* . 1' ) reaches the end position. Adjusting device according to claim 1, characterized in that the damping device ( 3 . 4 ; 4 * . 5 ; 3 ** . 4 * ; 3 ** . 4 '; 3 ** . 4 '' ) is designed such that it is used to decelerate the first component ( 1 . 1* . 1' ) counteracts the adjusting movement exclusively along the predetermined section (s). Adjusting device according to claim 1 or 2, characterized in that the first component ( 1 . 1* . 1' ) along the second component ( 2 . 2 * ) is adjustable, in particular in the adjustment range along the second component ( 2 . 2 * ) is guided. Adjusting device according to one of the preceding claims, characterized in that the first component ( 1 . 1* . 1' ) in the adjustment range relative to the second component ( 2 . 2 * ) is translationally adjustable. Adjusting device according to one of the preceding claims, characterized in that the damping device ( 3 . 4 ; 4 * . 5 ; 3 ** . 4 * ; 3 ** . 4 '; 3 ** . 4 '' ) at least one first brake component ( 4.1 . 4.2 ; 4 * ; 4.1 '; 4b ) on the first component ( 1 . 1* . 1' ) and at least one second brake component ( 3 . 3 ** . 5 ) on the second component ( 2 . 2 * ), which for decelerating an adjustment movement of the first component ( 1 . 1* . 1' ) interact with each other. Adjusting device according to claim 5 or 9, characterized in that at least one ( 4.1 . 4.2 ; 4 * ; 4.1 '; 4b ) of the two components ( 1 . 1* ; 2 . 2 * ) brake components ( 4.1 . 4.2 ; 4 * ; 4.1 '; 4b ; 3 . 3 ** . 5 ) of the damping device ( 3 . 4 ; 4 * . 5 ; 3 ** . 4 * ; 3 ** . 4 '; 3 ** . 4 '' ) by interaction with the at least one other brake component ( 3 . 3 ** . 5 ) of the other component ( 2 . 2 * ) is at least partially adjustable. Adjusting device according to claim 6, characterized in that the at least partially adjustable brake component ( 4.1 . 4.2 ; 4 * ; 4.1 '; 4b ) on the respective associated component ( 1 . 1* . 1' ) adjustable, in particular elastically mounted and / or at least partially elastic. Adjusting device according to claim 6 or 7, characterized in that the damping device ( 3 . 4 ; 4 * . 5 ; 3 ** . 4 * ; 3 ** . 4 '; 3 ** . 4 '' ) is designed such that by interaction of the two provided on the first and the second component brake components ( 4.1 . 4.2 ; 4 * ; 4.1 '; 4b ; 3 . 3 ** . 5 ) the at least partially adjustable brake component ( 4.1 . 4.2 ; 4 * ; 4.1 '; 4b ) in frictional contact with a friction surface ( 130 . 130 * ) of the associated component ( 1 . 1* . 1' ) is brought to the adjusting device, on which the at least partially adjustable brake component ( 4.1 . 4.2 ; 4 * ; 4.1 '; 4b ) is provided. Adjusting device according to one of claims 5 to 8, characterized in that the adjusting device is designed such that the damping device ( 3 . 4 ; 4 * . 5 ; 3 ** . 4 * ; 3 ** . 4 '; 3 ** . 4 '' ) by contact of the two brake components ( 4.1 . 4.2 ; 4 * ; 4.1 '; 4b ; 3 . 3 ** . 5 ) is pressed. Adjusting device according to one of claims 5 to 9, characterized in that at least one of the brake components ( 4.1 . 4.2 ; 4 * ; 4.1 '; 4b ; 3 . 3 ** . 5 ) a spring, in particular a leaf spring ( 4.1 . 4.2 ) or a wrap ( 4 * ). Adjusting device according to one of the preceding claims, characterized in that the damping device ( 3 . 4 ; 4 * . 5 ; 3 ** . 4 * ; 3 ** . 4 '; 3 ** . 4 '' ) is designed such that after its actuation an adjusting movement of the first component ( 1 . 1* . 1' ) counteracts a braking force, starting from the beginning of the predetermined section (s) with increasing approach of the first component ( 1 . 1* . 1' ) to the one end position increases. Adjusting device according to claim 11, characterized in that the damping device ( 3 . 4 ; 4 * . 5 ; 3 ** . 4 * ; 3 ** . 4 '; 3 ** . 4 '' ) is designed such that the braking force counteracting the adjusting movement first increases in a first region of the section (s) and remains constant in a direction adjacent thereto (R1) to the second region adjoining an end position until reaching the end position. Adjusting device according to one of claims 5 to 8 and one of claims 11 or 12, characterized in that the course of the braking force along the portion (s) of the adjustment over a control contour of a brake component ( 3 . 5 ), where along this control contour at least one section ( 42 . 42 * ) of the other brake component ( 4 . 4 * ), while the first component ( 1 . 1* . 1' ) is within the given section (s). Adjusting device according to one of the preceding claims, characterized in that at least one end position of the first component ( 1 . 1* . 1' ) by an end stop element ( 3 . 3 * . 3 ** ) is defined at which the first component ( 1 . 1* . 1' ) in this end position in such a way that the first and second components ( 1 . 1* . 1'; 2 . 2 * ) in an adjustment direction (R1) relative to each other are not further adjustable. Adjusting device according to claim 5 and claim 14, characterized in that the end stop element ( 3 . 3 ** ) a brake component of the damping device ( 3 . 4 ; 3 ** . 4 * ; 3 ** . 4 '; 3 ** . 4 '' ), which within the predetermined portion (s) of the adjustment range with the at least one other brake component ( 4 . 4 * . 4 . 4 '' ) of the damping device ( 3 . 4 ; 3 ** . 4 * ; 3 ** . 4 '; 3 ** . 4 '' ) is in operative contact to an adjustment movement of the first component ( 1 . 1* . 1' ) before reaching through the end stop element ( 3 . 3 ** ) decelerate defined end position.

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