DE102020112324A1 - Door drive for a motor vehicle door or motor vehicle flap - Google Patents

Abstract

The invention relates to a door drive for a motor vehicle door or motor vehicle flap. This is generally equipped with an electric motor drive (2) and a gear (3, 4) connected downstream of the drive (2). In addition, a force transmission element (5) is provided which is operatively connected to a wing (1) of the motor vehicle door or motor vehicle flap. An output element (4a) of the transmission (3, 4) and the power transmission element (5) are coupled by a toothing (6, 7, 8) with backlash compensation. According to the invention, the toothing (6, 7, 8) is designed in two parts for engagement, on the one hand, in the force transmission element (5) and, on the other hand, in a compensating element (9) rotatably elastically coupled to the force transmission element (5). To eliminate play, the compensating element (9) has an angular speed that differs from the force transmission element (5) in order to achieve a relative angle (α1-α2) between the two elements (5, 9).

Description

The invention relates to a door drive for a motor vehicle door or a motor vehicle flap, with an electromotive drive and a gear connected downstream of the drive, and with a power transmission element which is operatively connected to a wing of the motor vehicle door or motor vehicle flap, with an output element of the transmission and the power transmission element are coupled by a toothing with backlash compensation.

Door drives for motor vehicle doors or motor vehicle flaps are widely used in practice and, for example, in the WO 2017/029163 A1 described. The motor vehicle door moved in this way is typically a motor vehicle side door, for example a motor vehicle driver's door or a motor vehicle passenger door. The motor vehicle flap driven with the aid of such a door drive is generally designed as a motor vehicle tailgate, motor vehicle cargo hold flap, motor vehicle engine compartment flap, motor vehicle fuel filler flap, motor vehicle front hood, etc.

The force transmission element can be an adjustment part, as it is in the previously referred to WO 2017/029163 A1 is described. Other power transmission elements are used as, for example, gears in the further prior art according to the DE 43 31 384 A1 treated. In the actuator known as a result, a control device is provided which controls a drive motor in such a way that the drive motor executes a further adjustment path in addition to an adjustment path with each movement reversal, which corresponds to the overall mechanical play of a transmission element arrangement implemented in this way. In this way, a very good setting accuracy can be made available with minimal cost and space requirements.

However, the play in this context is compensated for by the additionally moved drive motor in accordance with signals from the control device. Such a backlash compensation is typically only noticeable at the end points of an adjustment path, but is not able to compensate for any component tolerances, wear and associated play during the adjustment path. Such a game is often noticed by a user and perceived as unpleasant because the motor-driven wing of the motor vehicle door or motor vehicle flap can usually also be moved or moved further manually.

This means that the feel of door drives for motor vehicle doors or motor vehicle flaps with play in the drive train is in need of improvement. In addition to the haptics, the control technology control of such door drives naturally also plays a role, with the robustness of such control suffering from play or increasing play seen over the service life. Furthermore, play or increasing play leads to increased wear and tear over the service life of the product.

There are already other approaches in this regard, with a load torque lock according to the DE 10 2013 206 941 A1 to dampen the movement between an output element and a drive wheel within an angular play via a damping device. However, the aforementioned damping only applies with regard to the angular play of the load torque lock. Typical door drives, however, often also work with rack and pinion drives, so that an angular play is not observed in this case.

The generic prior art according to the DE 101 14 938 B4 deals with a device for operating an automobile swing door. For this purpose, the device has an electric motor, an output gear and a rack member. In addition, a sliding device is provided which supports the rack member. For this purpose, the sliding device is arranged on the inside and / or outside of the rack member and suppresses lateral movement of the rack member.

The known actuator according to the DE 101 14 938 B4 also shows a biasing member which is held by a holding member in order to act on the previously mentioned rack member in the direction of an output gear of a transmission following the electric motor. With the aid of the biasing member, a toothing engagement between the rack member and the output gear is consequently ensured. For this purpose, the prestressing member can be designed as a helical spring or leaf spring or it can also be made of rubber and fitted into a press fit. As a result, a play compensation is made available, which is made available by the resilient biasing member, so to speak. However, fatigue of the tendon on longer time scales, increased wear, etc. can often not (no longer) be compensated for in practice. This is where the invention comes in.

The invention is based on the technical problem of further developing such a door drive for a motor vehicle door or motor vehicle flap in such a way that perfect play compensation in the drive train of the wing for the motor vehicle door or motor vehicle flap is simple, permanent and is made available taking into account a robust embodiment.

To solve this technical problem, a generic door drive for a motor vehicle door or motor vehicle flap is characterized within the scope of the invention in that the toothing is designed in two parts for engagement on the one hand in the force transmission element and on the other hand in a compensating element that is elastically coupled to the force transmission element Compensating element for clearance clearance has an angular velocity that differs from the force transmission element for realizing a relative angle between the two elements.

In the context of the invention, there is consequently a backlash compensation or a backlash release between the force transmission element and the compensation element. For this purpose, the force transmission element and the compensating element are therefore elastically coupled to one another. In addition, the compensating element has an angular velocity that differs from the force transmission element in order to eliminate play. This different angular velocity leads to a relative angle between the two elements, that is to say between the force transmission element and the compensating element. Since, in addition, both elements are acted upon by the common output element of the transmission, this differential effect caused by the relative angle between the two elements leads to the fact that any play between the output element and the power transmission element is compensated for.

This is because the power transmission element and the compensating element act on the common output element. For this purpose, the output element is equipped with the two-part toothing. Part of the toothing interacts with the force transmission element, while the other part of the toothing is in operative connection with the compensating element. By realizing the relative angle between the two elements, the power transmission element is ultimately “braced” with respect to the output element, so that in this way and through the differential effect described, the play compensation is brought about as desired, and practically automatically.

The overall design is such that the relative angle between the two elements realized by the different angular speed of the compensating element compared to the force transmission element is dimensioned in such a way that a maximum of maximum play can be compensated on the one hand and, on the other hand, the elastic play when the maximum relative angle is reached Coupling between the two elements is not damaged. Overall, this ensures that the relative angle can in principle vary, depending on how large the play to be compensated is. Such a variation is easily possible due to the elastic coupling of the two elements.

For this purpose, the compensating element is advantageously effective parallel to the force transmission element. In addition, according to a particularly advantageous design, the compensating element is therefore mounted on or on the force transmission element. As a rule, an eccentric bearing is used here. That is to say, the compensating element is eccentrically mounted on or on the force transmission element in comparison with the latter.

In addition, the design is such that an axis of the compensating element and an axis of the power transmission element are arranged at a distance from one another in the direction of the output element. In fact, the two axes can be arranged one above the other or one below the other.

As a rule, the design is such that the axis of the compensating element in the direction of the output element is spaced above the axis of the power transmission element, because the compensating element is generally designed to be “smaller” than the power transmission element. As a consequence of this, the compensating element usually also has a higher angular velocity compared to the force transmission element.

Advantageous measures of the invention aim in the same direction, according to which the compensating element has a smaller number of teeth than the force transmission element. As a result, the same circumferential speeds on the power transmission element and the compensating element can be assumed, because the circumferential speed is ultimately determined by the output element, which, with its two-part teeth, engages the power transmission element on the one hand and the compensating element on the other. The mostly realized lower number of teeth of the compensating element, in connection with the axis of the compensating element arranged above the axis of the force transmission element, leads to the fact that the compensating element has a higher angular velocity than the force transmitting element. This higher angular velocity leads to the relative angle and the previously discussed differential effect.

In principle, it is of course also possible to proceed differently. In this case, the compensation element is equipped with a larger number of teeth than the power transmission element and accordingly, the axis of the compensating element is found in the direction of the output element below or below the axis of the force transmission element.

The elastic coupling between the two elements usually has a zero position without any force transmission. As a rule, the zero position corresponds to the closed position of the wing of the motor vehicle door or motor vehicle flap with respect to a motor vehicle body. Starting from this zero position, an increasingly growing relative angle between the two elements now leads to the elastic coupling or an elastic element implemented at this point being increasingly deflected and consequently counteracting the growing relative angle with an increasing counterforce caused by the deflection.

The output element can generally engage in an external gear or external toothing of the two elements, that is to say of the force transmission element as well as of the compensating element. In addition, it is also possible that the output element engages an internal gear or an internal toothing of the two elements. In addition, mixed forms are of course also conceivable in which the output element engages, for example, in an external gear or an external toothing of the power transmission element and an internal gear or an internal toothing of the compensating element. Likewise, a variant such that the output element engages an internal gear or an internal toothing of the power transmission element and an external gear or an external toothing of the compensating element. As a rule, however, the design is such that the output element engages in an internal gear or an internal toothing of the power transmission element as well as of the compensating element.

In this context, a further advantageous embodiment is also provided in such a way that both elements are configured in the shape of a segment of a circle with a respective engagement opening for the output element. Because the output element can engage in this engagement opening, both elements are in this case equipped with a respective internal gear or internal toothing.

As a result, a door drive is made available which, particularly in the area of its abrasion level, has an effective and, at the same time, automatic play compensation. For this purpose, the compensation element is assigned to the force transmission element, the two elements therefore being elastically coupled to one another. The compensation element describes a relative angle in comparison to the force transmission element in order to eliminate play, namely against the force of the elastic coupling or the elastic coupling element provided at this point. As a result, the play compensation can be specified variably and can, for example, increase over the product life and thus ensure a particularly advantageous feel over the entire time thereafter. This is where the main advantages can be seen.

• 1 Den Türantrieb für eine Kraftfahrzeug-Tür oder Kraftfahrzeug-Klappe in einer Übersicht,
• 2 und 3 die spezielle Auslegung des Kraftübertragungselementes und des Ausgleichselementes schematisch und
• 4 das Zusammenspiel zwischen dem Kraftübertragungselement und dem Ausgleichselement in einer Übersicht.

The invention will then be explained in more detail with reference to a drawing showing only one embodiment; show it:

• 1 The door drive for a motor vehicle door or motor vehicle flap in an overview,
• 2 and 3 the special design of the power transmission element and the compensation element schematically and
• 4th the interaction between the power transmission element and the compensation element in an overview.

In the figures, a door drive for a motor vehicle door or motor vehicle flap is shown. In the 1 one recognizes a wing for this purpose 1 the motor vehicle door or flap in question. In addition, this illustration makes it clear that the door drive, which is to be described in detail below, is in the area of an axis or axis of rotation of the door leaf or door leaf 1 is arranged, but this is not a mandatory condition. In any case, the door drive is able to control the wing 1 to be able to pivot its axis or axis of rotation. Logically, the motor vehicle door in the context of the example is a motor vehicle side door.

An electric motor drive is part of the basic structure of the door drive 2 and on the drive 2 downstream transmission 3 , 4th . The gear 3 , 4th works on a power transmission element 5 . The power transmission element 5 is in turn with the wing 1 the motor vehicle door or motor vehicle flap is operatively connected. Basically you can use the power transmission element 5 but also as part of the transmission 3 , 4th grasp. In any case, there are pivoting movements of the force transmission element 5 in corresponding pivoting movements of the wing 1 implemented.

It can be seen that an output element 4a of the transmission 3 , 4th and the power transmission element 5 through a toothing 6th , 7th , 8th are coupled with backlash compensation, as best based on the schematic representation in the 3 becomes clear.

The output element 4a is according to the embodiment than to the gear wheel 4th connected pinion on the output side with the toothing 6th educated. The gearing 6th of Output element 4a combs on the one hand with a toothing 7th and on the other hand a toothing 8th .

Indeed the gearing is 6th , 7th , 8th divided into two parts according to the exemplary embodiment and according to the invention. Because through the interlocking 6th , 7th , 8th on the one hand it comes to the fact that the output element 4a in engagement with the power transmission element 5 is and on the other hand the output element 4a at the same time in engagement with a compensating element 9 is. The power transmission element 5 and the compensation element 9 are rotatably elastically coupled to one another, with an elastic coupling element for this purpose 10 according to the embodiment is used. With the elastic coupling element 10 it can be a rubber element but also a spring.

It can be seen that the output element 4a with the gearing 6th is equipped. The power transmission element 5 on the other hand has the toothing 7th . Finally, the compensation element is with the toothing 8th equipped. Here is the gearing 6th , 7th , 8th split in such a way that the gearing 6th on the output element 4a on the one hand with the toothing or internal toothing 7th of the power transmission element 5 is coupled. On the other hand, there is another toothing between the toothing 6th of the output element 4a and that of the gearing 7th different toothing 8th of the output element 9 realized. When it comes to the gearing 8th it is also an internal toothing 8th .

The overall design is still such that the elastic coupling or the elastic coupling element 10 between the two elements 5 , 9 has a zero position without power transmission. This zero position corresponds to the closed position of the sash 1 compared to the motor vehicle body, not shown in detail.

It can be seen that both the power transmission element 5 as well as the compensation element 9 overall are formed in the shape of a segment of a circle, specifically with respect to their respective axis 11 respectively. 12th . They also have both items 5 , 9 in the context of the exemplary embodiment, each via an engagement opening 13th , 14th for the output element 4a . About this engagement opening 13th , 14th can the output element 4a with its interlocking 6th on the one hand in the internal teeth 7th of the power transmission element 5 and on the other hand in the internal teeth 8th of the compensation element 9 intervene as described.

List of reference symbols

1

wing

2

drive

3.4

transmission

4a

Output element

5

Power transmission element

6, 7, 8

Interlocking

9

Compensation element

10

Coupling element

11.12

axis

13, 14

Engagement opening

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• WO 2017/029163 A1 [0002, 0003]
• DE 4331384 A1 [0003]
• DE 102013206941 A1 [0006]
• DE 10114938 B4 [0007, 0008]

Claims (10)

Door drive for a motor vehicle door or motor vehicle flap, with an electric motor drive (2) and a gear (3, 4) connected downstream of the drive (2), and with a power transmission element (5) which is connected to a wing (1) of the motor vehicle -Door or motor vehicle flap is operatively connected, an output element (4a) of the transmission (3, 4) and the power transmission element (5) being coupled by a toothing (6, 7, 8) with backlash compensation, characterized in that the toothing ( 6, 7, 8) is designed in two parts for engagement, on the one hand, in the force transmission element (5) and, on the other hand, in a compensating element (9) rotatably and elastically coupled to the force transmission element (5), the compensating element (9) being one of the force transmission element (5) for free play. having different angular velocity for realizing a relative angle (α ₁ - α ₂ ) between the two elements (5, 9). Door drive after Claim 1 , characterized in that the compensating element (9) is effective parallel to the force transmission element (5). Door drive after Claim 1 or 2 , characterized in that the compensating element (9) is eccentrically mounted on or on the force transmission element (5). Door drive according to one of the Claims 1 until 3 , characterized in that an axis (11) of the compensating element (9) and an axis (12) of the power transmission element (5) in the direction of the output element (4a) are arranged spaced one above the other or one below the other. Door drive according to one of the Claims 1 until 4th , characterized in that the compensating element (9) has a smaller number of teeth than the force transmission element (5). Door drive according to one of the Claims 1 until 5 , characterized in that the elastic coupling between the two elements (5, 9) has a zero position without power transmission. Door drive after Claim 6 , characterized in that the zero position corresponds to the closed position of the wing (1) with respect to a motor vehicle body. Door drive according to one of the Claims 1 until 7th , characterized in that the output element (4a) engages in an external toothing and / or internal toothing (7, 8) of the two elements (5, 9). Door drive after Claim 8 , characterized in that the output element (4a) engages in an internal toothing (7, 8) of the two elements (5, 9). Door drive according to one of the Claims 1 until 9 , characterized in that both elements (5, 9) are formed in the shape of a segment of a circle, each with engagement openings (13, 14) for the output element (4a).

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