DE102014100125A1 - Overload clutch - Google Patents

Abstract

The invention relates to overload clutch for a drive train (2) of a drive (3) for the motorized adjustment of a closure element (5) of a motor vehicle, wherein the overload clutch (1) has a coupling mechanism (7), wherein the coupling mechanism (7) for the transmission of a geometric coupling axis (8) acting clutch torque between a first drive connection (9) and a second drive connection (10) produces a coupling connection, which dissolves when a predetermined release clutch torque is exceeded. It is proposed that the overload clutch (1) has a brake mechanism (12) which acts on the clutch mechanism (7) so as to brake at least part of the drive train (2) so as to brake, in particular constantly braking.

Description

The invention relates to an overload clutch for a drive train of a drive for the motorized adjustment of a closure element of a motor vehicle according to the preamble of claim 1, a drive according to claim 12 and a closure element arrangement of a motor vehicle according to claim 14.

The overload clutch in question is used in the context of the motorized adjustment of a closure element of a motor vehicle. Such closure elements may be, for example, doors, in particular sliding doors, flaps, in particular tailgates, trunk lids, engine hoods, load compartment floors or the like of a motor vehicle. In that regard, the term "closure element" is to be understood in the present case.

The known overload clutch ( DE 20 2008 016 928 U1 ), from which the invention proceeds, is part of a spindle drive for the motorized adjustment of the tailgate of a motor vehicle. The spindle drive is equipped with a drive motor, which is coupled via a belt drive with a spindle-spindle nut gear. When a predetermined release clutch torque is exceeded, the belt drive slips, which here works as an overload clutch.

Overall, the spindle drive of the known arrangement is not designed to be self-locking, wherein an additional brake arrangement for holding the closure element in intermediate positions is provided.

With the above structural design of the overload clutch, a slim and thus compact design of the spindle drive can only be achieved to a certain extent. With regard to the compactness of the spindle drive is accordingly optimization potential.

The invention is based on the problem, the known overload clutch for a drive train of a drive in such a way and further, that can be realized a particularly compact design of the drive.

The above problem is solved in an overload clutch according to the preamble of claim 1 by the features of the characterizing part of claim 1.

Essential is the fundamental consideration to expand the overload clutch as such by a braking function. For this purpose, it is proposed in detail that the overload clutch has a braking mechanism which acts to brake at least a portion of the drive train of the drive braking on the clutch mechanism.

The clutch mechanism includes all those parts of the overload clutch that are causal to the manufacture and release of the coupling connection between the two drive terminals of the overload clutch. Accordingly, the brake mechanism comprises all those parts of the overload clutch which are causal for the resulting braking effect.

In the preferred embodiment according to claim 3, the coupling mechanism on a first coupling element and a second coupling element, which are spring-loaded on each other. The release clutch torque results here from the design of the coupling elements and from the height of the spring preload.

According to claim 7, the brake mechanism is equipped with at least one brake element that is spring-biased to produce the braking effect on the clutch mechanism and thereby frictionally engaged with the clutch mechanism. The braking effect results from the design of the at least one brake element and from the height of the spring preload.

A particularly compact embodiment results according to claim 8, characterized in that the spring preloads of the clutch mechanism and brake mechanism to one and the same power flow, more preferably on the power flow of one and the same spring arrangement, go back. In other words, one and the same spring arrangement is preferably used twice, namely on the one hand to generate the spring bias of the clutch mechanism and on the other hand to generate the spring bias of the brake mechanism.

In addition to the high compactness can be achieved according to claim 10, a further advantage with the dual use of the spring assembly. An overload case, that is, a return to an increased clutch torque loosening the coupling connection is connected here with a tensioning of the spring assembly and thus with an increase in the braking effect generated by the braking mechanism. With a suitable design can thus be counteracted the cause of the overload case, such as excessive manual adjustment of the closure element.

According to another teaching according to claim 12, which has independent significance, is a drive for the motor adjustment of a Closure element of a motor vehicle whose drive train has a proposed overload clutch claimed.

The space-saving integration of the brake function into the overload clutch described above makes it possible to build up the drive in a particularly space-saving manner.

The achievable with the proposed overload clutch compactness is particularly evident in the further preferred embodiment according to claim 13, wherein the drive is designed as a spindle drive. In a particularly preferred embodiment according to claim 13, the geometric spindle axes of the spindle and the geometric coupling axis of the overload clutch are aligned with each other, so that there is an overall slim design of the drive.

According to a further teaching according to claim 14, which also has independent significance, a closure element arrangement of a motor vehicle with a motor-adjustable closure element is claimed.

Essential according to the further teaching is that at least one above, proposed drive for the motorized adjustment of the closure element is provided. Due to the above-mentioned compactness of the drive, the overall result for the closure element arrangement is a particularly compact design.

In the further preferred embodiment according to claim 15, the drive is designed in a special way to the closure element. It is provided in a variant that when the drive is switched off by the lack of self-locking of the drive, a manual adjustment of the closure element against the braking action of the brake mechanism is possible, while the brake mechanism ensures retention of the closure element in intermediate positions. The fact that this is merely a manual adjustment in an emergency, for example in case of failure of the on-board voltage, can be accepted that the manual adjustability is associated with an increased effort by the operator.

In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment. In the drawing shows

1 in a very schematic representation of the rear area of a motor vehicle with a proposed closure element arrangement, the proposed drives and each having a proposed overload clutch,

2 the drive according to 1 in the retracted state in a longitudinal section, and

3 the overload clutch of the drive according to 2 as such in an enlarged view.

The overload clutch shown in the drawing 1 is a powertrain 2 a motor drive 3 assigned. The drive 3 serves the motorized adjustment of a closure element 5 , here a tailgate, a motor vehicle. The application of designed as a tailgate closure element 5 is here in the foreground. However, the proposed solution is applicable to all other types of closure elements. The exemplary list in the introductory part of the description may be referred to.

The in 1 shown tailgate 5 are a total of two drives 3 assigned to the two side edges of a tailgate opening 6 and on the tailgate 5 attack yourself. The here each designed as a spindle drive drives 3 are ball cups at the end 4a . 4b associated with the corresponding ball heads on the respective side edge of a tailgate opening 6 and on the tailgate 5 engage. The following is only of the in 1 visible drive 3 the speech. All designs apply to the in 1 invisible, underlying drive accordingly.

The overload clutch 1 is with a clutch mechanism 7 equipped for transferring around a geometric coupling axis 8th acting clutch torque between a first drive connection 9 and a second drive connection 10 produces a coupling connection. The drive connections 9 . 10 are designed here as drive claws. In a preferred embodiment, the overload clutch 1 mounted so that in the drive train 2 the first drive connection 9 motor side and the second drive connection 10 Closure element side is located.

In case of overload, ie when a predetermined release clutch torque is exceeded, releases the coupling connection in a manner to be explained, so that the overload clutch 1 the drive connections 9 . 10 separates each other. The expression "releasing the coupling connection" is to be understood in the present case. It not only includes an ideal separation of the two drive connections 9 . 10 but also such a separation, in which a certain friction between the two drive terminals 9 . 10 remains. The term "clutch torque" includes all torques that are introduced into the overload clutch, regardless of which part of the powertrain 2 starting the torques are initiated. As it becomes clear from the following explanations, it can be Here, according to the motor side corresponding motor-applied torques, or acting on the closing element side corresponding manually applied torques. In the present case, the manually applied torques are in the foreground. The overload clutch 1 Ensures that excessive manual adjustment of the closure element 5 Damage to parts of the powertrain 2 of the drive 3 and the body panel is missing.

It is essential now that the overload clutch 1 additionally provides a braking function. Such a braking function is advantageous, for example, in the event that the drive 3 Overall, not designed self-locking. With a suitable design, a proposed braking function can ensure that the closure element 5 in intermediate positions, preferably in all intermediate positions held. The braking function acts here against the weight of the closure element 5 and / or depending on the flap position against a in 2 indicated spring arrangement 11 that the closure element 5 depending on the design in the opening direction or in the closing direction presses.

According to the proposal, the overload clutch 1 for providing the above brake function, a brake mechanism 12 on, which is used to brake at least part of the drive train 2 braking, here and preferably constantly braking, on the clutch mechanism 7 acts. This will be explained in detail below. It is essential at this point only that the in 3 illustrated overload clutch 1 not only the clutch function in the strict sense, but also provides the braking function, resulting in a particularly compact design of the drive 3 achieve in total.

The illustrated overload clutch 1 has a tubular housing 13 for receiving the clutch mechanism 7 on the one hand and the brake mechanism 12 on the other hand. This makes it possible for the overload clutch 1 is designed as a preassemblable module. This is the overload clutch 1 not only very compact, but also modular.

The coupling mechanism 7 according to 3 a first coupling element 14 and a second coupling element 15 on, with both coupling elements 14 . 15 each around the geometric coupling axis 8th are rotatable. The two coupling elements 14 . 15 are spring biased to produce the above releasable coupling connection. Accordingly, at least one of the two coupling elements 14 . 15 relative to the coupling axis 8th axially displaceable. This puts the two coupling elements 14 . 15 with existing coupling connection spring-driven with each other in coupling engagement. It is here and preferably the first coupling element 14 the first drive connection 9 and the second coupling element 15 the second drive connection 10 assigned, as in 2 shown the overload clutch 1 in the assembled state via the drive connections 9 . 10 within the powertrain 2 of the drive 3 connected.

The two drive connections 9 . 10 are each about the coupling axis 8th rotatably mounted. First of all, this is the second drive connection 10 via a bearing bush 16 in the case 13 stored. For the first drive connection 9 on the other hand, the second drive connection 10 a bearing bush 17 ready. The bearing bush 17 is here and preferably a bore through the second drive port 10 pointing to the coupling axis 8th is aligned.

In the illustrated and in so far preferred embodiment, the first drive connection 9 an elongated extension 18 on, the bearing bush 17 completely penetrates and for axial fixing an undercut 19 forms. The undercut 19 lies on the stop surface 10a of the second drive connection 10 on and ensures that the axial adjustability of the drive connections 9 . 10 is limited to each other. In that regard, the two drive connections 9 . 10 in each case based on the coupling axis 8th axially only slightly adjustable and freely rotatable. However, the rotational adjustability is due to the coupling of the drive connections 9 . 10 with the coupling elements 14 . 15 limited.

The above undercut 19 is preferably by riveting or Vertaumeln the extension 18 been prepared. In a particularly preferred embodiment but here also a screw with an undercut 19 forming screw head find application in the first drive connection 9 , especially in the extension 18 , is screwed in. As a result, can be of the spring assembly 30 adjust or adjust the spring preload.

The first coupling element 14 is here with the associated first drive connection 9 rigidly coupled, so firmly connected. The second coupling element 15 is related to the coupling axis 8th axially displaceable, but non-rotatable with the second drive connection 10 coupled. The connection between the first coupling element 14 and the first drive connection 9 results from the fact that the first coupling element 14 and the first drive connection 9 are integrally formed as an integral component. The axially displaceable, but non-rotatable coupling between the second coupling element 15 and the second drive terminal 10 results from two tongue and groove couplings 20 . 21 , as in 3 is shown.

Here and preferably are the two coupling elements 14 . 15 for producing the releasable coupling connection form-fitting engagement with each other. For this purpose, the two coupling elements 14 . 15 one toothed ring each 22 . 23 on, which interact in the manner of a Stirnzahnkupplung. This is best of detail III in 3 refer to. Depending on the flank angle γ shown in the detailed illustration III and on the spring preload of the two coupling elements 14 . 15 each other, the height of the triggering clutch torque results. When the tripping clutch torque is exceeded between the two drive connections 9 . 10 pushes the second coupling element 15 from the first coupling element 14 with simultaneous axial displacement of the second coupling element 15 in 3 down out, leaving the positive connection between the two coupling elements 14 . 15 is canceled. It follows a repeated production and dissolution of the positive connection until the clutch torque falls below the triggering coupling element again. This results in a ratchet-like slippage of the two coupling elements 14 . 15 to each other.

Alternatively, it may be provided that for the preparation of the releasable coupling connection, the two coupling elements 14 . 15 frictionally engaged and not positively engaged with each other. This avoids the noise development associated with the above ratchet-like slippage.

The integration of the brake mechanism 12 in the clutch mechanism 7 has been realized in the illustrated and so far preferred embodiment in a particularly compact and component-saving manner. This is the brake mechanism 12 with at least one brake element 24 . 25 , here and preferably with exactly two brake elements 24 . 25 , which are further preferably each configured in a ring, equipped. The two brake elements 24 . 25 are each on the clutch mechanism 7 biased. The brake element 24 is on a coupling element 15 , here and preferably on a friction surface 15a of the second coupling element 15 , spring-loaded. The brake element 25 on the other hand is on the second drive connection 10 , here and preferably on a friction surface 10b of the second drive connection 10 , spring-loaded. This puts the brake elements 24 . 25 each spring-loaded in frictional braking engagement with the clutch mechanism 7 namely with the second coupling element 15 as well as with the second drive connection 10 ,

For the braking effect is a certain degree of freedom of movement of the brake elements 24 . 25 required. In detail, it is preferably provided that the at least one brake element 24 . 25 , here are the two brake elements 24 . 25 , relative to the coupling axis 8th axially displaceable and relative to the coupling axis 8th is rotatably mounted or are. This is structurally achieved in the illustrated preferred embodiment in that two tongue and groove couplings 26 . 27 respectively. 28 . 29 for the two brake elements 24 . 25 with the housing 13 are provided.

The brake mechanism 12 is designed as a simple friction brake, which is based on the fact that the brake element 24 on a friction surface 15a of the second coupling element 15 and the second brake element 25 on a friction surface 10b of the second drive connection 10 spring-biased. The resulting braking effect depends on the height of the spring preload. With a suitable design can be a possible wear of the brake elements 24 . 25 compensate by the spring bias, so that a corresponding surface contact between the brake elements 24 . 25 to the clutch mechanism 7 is always guaranteed.

Of particular importance for the proposed solution is the possibility of dual use of components of the clutch mechanism 7 for the brake mechanism 12 , In this sense, it is preferable that the spring bias of the clutch mechanism 7 and the spring preload of the brake mechanism 12 on one and the same power flow, in particular on the power flow of one and the same spring arrangement 30 to go back. The spring arrangement 30 acts between the two brake elements 24 . 25 , The spring preload of the clutch mechanism 7 used spring arrangement 30 is therefore used additionally to the spring preload of the brake mechanism 12 to create. This is associated with a particularly compact design and in addition a reduction in the number of components.

The spring arrangement 30 preferably has at least one spring element, in particular a helical compression spring on. Advantageously, the geometric axis of the helical compression spring is then on the geometric coupling axis 8th aligned. Preferably, the helical compression spring encloses the above-mentioned extension 18 ,

In a particularly preferred embodiment, the spring arrangement 30 at least two around the coupling axis 8th distributed spring elements 31 . 32 on. For the design of the spring elements 31 . 32 Many variants are conceivable. Here and preferably, it is the spring elements 31 . 32 around helical compression springs. It is also conceivable that the spring arrangement 30 has at least one plate spring on the coupling axis 8th is aligned. It is conceivable here finally the combination of several disc springs to a corresponding plate spring package.

Overall, it follows from the illustration according to 3 in that the two drive connections 9 . 10 by the spring bias of the spring assembly 30 are spring-biased against each other. The resulting power flow advantageously proceeds exclusively via the two drive connections 9 . 10 , the two coupling elements 14 . 15 and the two brake elements 24 . 25 , In general, this means that the resulting force flow of the spring assembly 30 exclusively via the clutch mechanism 7 and the brake mechanism 12 runs, leaving a load on other components, such as in the powertrain 2 upstream or downstream components, does not occur.

As explained above, this is due to an increased clutch torque loosening of the coupling connection with an axial displacement of the second coupling element 15 connected. This means that the return to a clutch torque releasing the coupling connection against the bias of the spring assembly 30 takes place, whereby the spring arrangement 30 is stretched further. Because of the braking effect of the brake mechanism 12 from the amount of bias of the spring assembly 30 depending on the release of the coupling connection causes an increase of the brake mechanism 12 generated braking effect. This can counteract the event that triggered the respective overload case.

3 shows that the brake mechanism 12 with dissolved coupling connection only to one of the drive connections 9 . 10 , here and preferably on the second drive connection 10 , braking effect. In view of the fact that it is the second drive connection 10 is preferably about the closure element side drive port acts, the brake mechanism 12 Advantageously, an above, excessive manual operation of the closure element 5 opposite. Of particular advantage in this context is the increase in the braking mechanism 12 generated braking effect, which is accompanied by the return to a clutch torque loosening the coupling connection.

According to another doctrine, which has independent significance, the above drive becomes 3 claimed as such. The proposed drive 3 serves according to the motorized adjustment of a closure element 5 a motor vehicle, wherein a drive train 2 is provided, which is a proposed overload clutch 1 having. Such a proposed drive 3 is according to the illustration 2 refer to. The representation according to 2 it can also be seen that the in 3 shown and explained above overload clutch 1 in the drive train 2 is switched. On all versions of the proposed overload clutch 1 may be referred.

In particularly preferred and in 2 illustrated embodiment is the drive 3 around a spindle drive. The drive 3 has a drive motor 33 and a drive motor 33 downstream spindle spindle nut transmission 34 with a spindle 35 and an associated spindle nut 36 for generating linear drive movements. In 2 indicated is the fact that in the illustrated and so far preferred embodiment, the overload clutch 1 in the drive train 2 of the drive 3 between the drive motor 33 and the spindle-spindle nut transmission 34 is switched. Here, in the sense of a slim design, the geometric spindle axis 37 and the geometric coupling axis 8th aligned with each other. A further increase in the thinness of the drive 3 additionally results from the fact that the drive motor 33 , the overload clutch 1 and the spindle 35 along the geometric spindle axis 37 arranged one behind the other. The outer surface of the spindle drive 3 is largely cylindrical due to the high resulting compactness of the drive components.

In this context, it should be noted that here between the drive motor 33 and the overload clutch 1 an intermediate gear 38 is switched on, which can be dispensed with certain design variants.

According to another doctrine, which also has independent significance, an in 1 shown closure element assembly of a motor vehicle claimed as such. The proposed closure element arrangement has one with the body 39 the motor vehicle adjustable coupled closure element 5 and at least one proposed drive 3 for the motorized adjustment of the closure element 5 on. On all versions of the proposed drive 3 may be referred.

In a particularly preferred embodiment, it is such that the drive 3 is not designed self-locking and that the brake mechanism 12 the closure element 5 when the drive is switched off 3 holds in intermediate positions, preferably in any intermediate position. In a particularly preferred embodiment, the closure element 5 when the drive is switched off 3 manually against the braking effect of the brake mechanism 12 adjustable. Of particular importance in this context is the fact that the overall arrangement is such that the brake mechanism 12 the closure element 5 when the drive is switched off 3 in Keeps intermediate positions, in particular with regard to the weight of the closure element 5 and possibly on the closure element 5 acting spring arrangements 11 , as in 2 indicated.

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

• DE 202008016928 U1 [0003]

Claims (15)

Overload clutch for a drive train ( 2 ) of a drive ( 3 ) for the motorized adjustment of a closure element ( 5 ) of a motor vehicle, wherein the overload clutch ( 1 ) a coupling mechanism ( 7 ), wherein the coupling mechanism ( 7 ) for transmission of a geometric coupling axis ( 8th ) acting clutch torque between a first drive connection ( 9 ) and a second drive connection ( 10 ) produces a coupling connection, which dissolves when a predetermined release clutch torque is exceeded, characterized in that the overload clutch ( 1 ) a brake mechanism ( 12 ) for braking at least a part of the drive train ( 2 ) braking, in particular constantly braking, on the clutch mechanism ( 7 ) acts. Overload clutch according to claim 1, characterized in that the overload clutch ( 1 ) a particular tubular housing ( 13 ) for receiving the coupling mechanism ( 7 ) and the braking mechanism ( 12 ), preferably that the overload clutch ( 1 ) is designed as a preassemblable module. Overload clutch according to claim 1 or 2, characterized in that the coupling mechanism ( 7 ) a first coupling element ( 14 ) and a second coupling element ( 15 ), each about the coupling axis ( 8th ) are rotatable, and that the coupling elements ( 14 . 15 ) are spring biased towards each other for the preparation of the releasable coupling connection and thereby spring-operated with each other in coupling engagement. Overload clutch according to claim 3, characterized in that the first coupling element ( 14 ) the first drive connection ( 9 ) and the second coupling element ( 15 ) the second drive connection ( 10 ) and that the overload clutch ( 1 ) via the drive connections ( 9 . 10 ) in the mounted state within the drive train ( 2 ) of the drive ( 3 ) connected. Overload clutch according to one of the preceding claims, characterized in that the two drive connections ( 9 . 10 ) each about the coupling axis ( 8th ) rotatable and related to the coupling axis ( 8th ) are mounted axially fixed, preferably that the first coupling element ( 14 ) with the associated first drive connection ( 9 ) is rigidly coupled and that the second coupling element ( 15 ) axially displaceable, but non-rotatably with the second drive connection ( 10 ) is coupled. Overload clutch according to claim 3 and optionally according to claim 4 or 5, characterized in that for the production of the detachable coupling connection, the two coupling elements ( 14 . 15 ) are positively engaged with each other, preferably that both coupling elements ( 14 . 15 ) interact in the manner of a spur gear coupling. Overload clutch according to one of the preceding claims, characterized in that the brake mechanism ( 12 ) at least one braking element ( 24 . 25 ), which is for producing the braking effect on the clutch mechanism ( 7 ), preferably on a coupling element ( 14 . 15 ), more preferably to the second coupling element ( 15 ) is spring-biased and thereby spring-driven in braking engagement with the clutch mechanism ( 7 ), preferably, that the at least one braking element ( 24 . 25 ) relative to the coupling axis ( 8th ) axially displaceable and with respect to the coupling axis ( 8th ) is rotatably mounted. Overload clutch according to one of the preceding claims, characterized in that the spring preload of the clutch mechanism ( 7 ) and the spring preload of the brake mechanism ( 12 ) on one and the same power flow, in particular on the power flow of one and the same spring arrangement ( 30 ), preferably that the spring arrangement ( 30 ) at least one spring element ( 31 . 32 ), in particular a helical compression spring, further preferably that the spring arrangement ( 30 ) at least two around the coupling axis ( 8th ) distributed spring elements ( 31 . 32 ), in particular helical compression springs. Overload clutch according to claim 8, characterized in that both drive connections ( 9 . 10 ) are spring-biased against each other by the spring bias. Overload clutch according to claim 8 or 9, characterized in that the return to a clutch torque releasing the coupling connection against the bias of the spring assembly ( 30 ) and thereby tensioning the spring assembly ( 30 ) with an increase of the braking mechanism ( 12 ) caused braking effect. Overload clutch according to one of the preceding claims, characterized in that the brake mechanism ( 12 ) with dissolved coupling connection only to one of the drive terminals ( 9 . 10 ), preferably on the second drive connection ( 10 ), has a braking effect. Drive for the motorized adjustment of a closure element ( 5 ) of a motor vehicle, wherein a drive train ( 2 ) is provided which an overload clutch ( 1 ) according to one of the preceding claims. Drive according to claim 12, characterized in that the drive ( 3 ) is designed as a spindle drive and a drive motor ( 33 ) and a drive motor ( 33 ) downstream spindle spindle nut transmission ( 34 ) with a spindle ( 35 ) and an associated spindle nut ( 36 ) for generating linear drive movements, preferably that the overload clutch ( 1 ) in the drive train ( 2 ) of the drive ( 3 ) between the drive motor ( 33 ) and the spindle spindle nut transmission ( 34 ), more preferably, that the geometric spindle axis ( 37 ) and the geometric coupling axis ( 8th ) are aligned with each other. Closure element arrangement of a motor vehicle, with one with the body ( 39 ) of the motor vehicle adjustable coupled closure element ( 5 ) and at least one drive ( 3 ) for the motorized adjustment of the closure element ( 5 ) according to claim 12 or 13. Closure element arrangement according to claim 14, characterized in that the drive ( 3 ) is not self-locking and the brake mechanism ( 12 ) the closure element ( 5 ) when the drive is switched off ( 3 ) holds in intermediate positions, preferably, that the closure element ( 5 ) when the drive is switched off ( 3 ) manually against the braking action of the brake mechanism ( 12 ) is adjustable.

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