DE102021122792A1 - Actuator and steering column for a motor vehicle - Google Patents

Abstract

The present invention relates to an actuator (1), in particular a steering column actuator, comprising a housing (2), a motor (3), a carrier (4), a gear (5) and at least one rotating element (6) of a helical gear, the gear (5) comprises a driven wheel (7), in particular with external teeth, which is connected to the rotating element (6) in a torque-proof manner, the motor (3) and the transmission (5) interacting in such a way that the rotating element (6) is driven by the motor (3) is driven. The actuator (1) is characterized in that the carrier (4) is mounted acoustically decoupled from the housing (2) within the housing (2) by means of a plurality of elastic decoupling elements (8). The invention also relates to a steering column with such an actuator (1).

Description

The present invention relates to an actuator, in particular a steering column actuator, comprising a housing, a motor, a carrier, a gear and at least one rotation element of a helical gear, the gear comprising an output wheel, in particular with external teeth, which is non-rotatably connected to the rotation element, the motor and the transmission cooperate in such a way that the rotary element is driven by the motor. The invention also relates to a steering column with such an actuator.

Such actuators are provided in particular on steering columns of motor vehicles for the ergonomic setting of a position of the steering column for a specific driver of the motor vehicle. Here, for example, a length and/or an inclination or height of the steering column in the motor vehicle can be adjusted. Several similar or identical actuators may be arranged on the steering column for this purpose. An advantage of an automated or motor-assisted adjustment of the steering column position compared to a manual adjustment by the driver is, for example, the possibility of defining different driver profiles.

For example, the WO 2019/081081 A1 an actuator having a housing, a motor, a carrier, a gear and at least one rotating element of a helical gear. The engine and the transmission cooperate such that the rotating element is driven by the engine. A threaded spindle is moved in a translatory manner by the rotary element, with which the desired adjustment of a steering column can be brought about. The present invention is based, inter alia, on the knowledge that a configuration of the actuator as is known from the prior art leads to a disturbing noise development for the driver of a motor vehicle which is equipped with the actuator.

The object of the present invention is to create an actuator that overcomes the disadvantages of known actuators and/or is preferably characterized by a compact design and/or low noise development.

The task is solved by an actuator and a steering column with the features of the independent patent claims.

The actuator according to the invention is in particular an actuator for a steering column of a motor vehicle or a steering column actuator. The actuator includes a housing, a motor, a carrier, a gear and at least one rotating element of a helical gear. The transmission includes a driven wheel, in particular with external teeth, which is connected to the rotating element in a torque-proof manner. Generic screw gears include two interacting elements, namely usually a spindle nut and a threaded spindle, by means of which a rotational movement can be converted into a translational movement. For this purpose, one of the two elements of the helical gear is rotationally fixed and the other element is rotatable. The term "rotational element" is to be understood as meaning that element of a helical gear which can be rotated or rotated. The engine, the transmission and in particular the output gear interact in such a way that the rotary element is driven by the engine. The actuator is characterized in that the carrier is mounted acoustically decoupled from the housing within the housing by means of at least one, in particular by means of several, elastic decoupling elements. The acoustically decoupled mounting of the carrier suppresses or avoids disturbing noise development. In particular, transmission of vibrations from the engine and transmission to the casing is suppressed.

It is advantageous if the motor, the carrier, the transmission and/or the rotating element are arranged, in particular completely, in the housing.

In addition or as an alternative, it is advantageous if the motor, the transmission and/or the rotating element are mounted, in particular exclusively, on the carrier. It is advantageous if only the motor has an additional bearing, this being preferably mounted on the carrier in the region of its first end and additionally on the housing in the region of its opposite second end. In addition or as an alternative, it is advantageous if the motor, the transmission and/or the rotating element are connected, in particular exclusively, indirectly to the housing via the carrier. In addition or as an alternative, it is advantageous if the motor, the carrier, the transmission and/or the rotating element are connected, in particular exclusively, indirectly to the housing via at least one elastic decoupling element.

At least some of the components, in particular all of the components described, of the actuator are arranged in the housing, for example. The rotating element can also protrude at least partially from the housing. The transmission includes, for example, at least one gear wheel, which interacts with the driven wheel and the motor in particular in a torque-transmitting manner. The transmission can also have several gears, which in particular also bring about a translation. The driven gear can also be part of the transmission. The rotation element serves in particular to convert a rotation generated by the motor into a translation, which can be used in particular to adjust a steering column.

For example, the carrier forms a structure for holding the components of the actuator. In particular with respect to the housing, the support is a second wall. More specifically, the shape of the carrier essentially follows the internal shape of the housing. The carrier is preferably arranged entirely inside the housing. In particular, the carrier is connected to the housing exclusively indirectly and/or via the elastic decoupling elements. The carrier can have openings, in particular for sensors, for the rotating element, for components of the transmission, for components of the motor and/or for bearing elements, such as bearings, bushings, axles and/or shafts.

The carrier is fixed, for example, via a tension of the housing mediated by the elastic decoupling elements within the housing. The housing can be formed in two parts, for example, with a first housing part and a second housing part being connected to one another in a non-detachable manner, in particular by means of welding, or in a detachable manner, in particular by means of screwing and/or clipping. The carrier is fixed in the housing in particular in a non-positive, frictional and/or positive manner. Light metals and above all plastic come into consideration as materials for the housing and the carrier. The housing and/or the carrier is made in particular from a thermoplastic polyester, in particular polybutylene terephthalate (PBT). Housing and support can be made of the same material, for example. Alternatively, the housing and the support can be made of different materials from one another. In this case, it is advantageous if the material of the carrier is stiffer than the material of the housing and/or if the material of the housing has more vibration-damping properties than the material of the carrier.

The elastic decoupling elements are made of rubber or an elastic plastic, for example. In particular, they are made from a thermoplastic polyurethane (TPU) or an elastomeric polyurethane (EPU). It is conceivable that the motor is only partially arranged on the carrier and is also connected to the housing via at least one elastic decoupling element. For this purpose, the housing can have a bulge, for example, into which the motor is fitted in a form-fitting manner via the decoupling element.

In an advantageous development of the actuator, the rotating element of the screw gear is a spindle nut or a threaded spindle. A worm gear is a proven and simple means of converting rotary motion into translational motion. The translation generated by the helical gear can be used, for example, to adjust a steering column.

If the rotating element is designed as a spindle nut, a threaded spindle is required to complete the helical gear, but this is initially not an integral part of the actuator. In this case, the threaded spindle is driven directly to a translational movement by the spindle nut. If the rotating element is designed as a threaded spindle, an external spindle nut running on the threaded spindle is necessary in order to generate the desired translational movement.

The rotating element designed as a spindle nut can, for example, be arranged completely inside the housing. In this case, the housing has openings that correspond to the openings of a cavity in the spindle nut, so that a threaded spindle can be driven with the spindle nut. Both the spindle nut and the threaded spindle have, in particular, a trapezoidal thread, this being designed as an internal thread in the case of the spindle nut and as an external thread in the case of the threaded spindle.

It is advantageous if an insert, in particular a bush, with a positive-locking element is arranged between the rotary element and the driven wheel. In this case, the insert is preferably non-rotatably connected to the output gear. In this case, the rotating element designed as a threaded spindle has a form-fitting element designed to correspond to the form-fitting element of the insert, in particular the bushing. The positive-locking element can be designed, for example, as a polygonal surface, in particular a hexagonal surface and/or an outer or inner surface.

In order to compensate for radial offsets between the rotary element and the driven wheel, it is advantageous if at least one elastic element is arranged between these two. In addition or as an alternative, it is advantageous if a clutch, in particular a claw clutch, is formed between the rotating element and the driven wheel in order to avoid radial forces. In this case, the clutch can have radially intermeshing engagement elements, for example pins and/or claws, which are connected to one another in order to transmit a torque in the circumferential direction tion are coupled and decoupled from each other to avoid radial forces in the radial direction.

There are particular advantages if the motor, the transmission and/or the rotating element is mounted at least partially or exclusively on the carrier. This suppresses the transmission of vibrations from the motor, the transmission and/or the rotary element to the housing and thus the generation of noise outside the housing. For example, axles or bearing pins of the gears of the transmission can be mounted in the carrier. It is also conceivable that plain bearings for the gear wheels and/or for the rotating element are arranged in the carrier. The motor can be fixed to the carrier, for example, by gluing, screwing, pressing and/or by positive-locking elements.

In particular, the transmission and the rotating element are mounted exclusively on the carrier and the motor is partially mounted on the carrier. A further bearing point of the motor can be in the housing, for example, in which case, as already mentioned, at least one further elastic decoupling element is preferably arranged between the motor and the housing.

It is also advantageous if the driven wheel and the rotary element are connected to one another in a non-positive, form-fitting and/or material-locking manner or are of monolithic design. This ensures a torque transmission from the output gear to the rotating element. It is conceivable that the rotating element is pressed into a recess of the driven wheel, or that both components are connected by press joining. The monolithic design of the elements means that the driven wheel and the rotary element are made in one piece. In this case, the elements form a common component. The output gear and the rotary element can also be connected to one another, for example, by internal gearing of the output gear and external gearing of the rotary element. In this case, the connection is particularly detachable. The driven wheel and the rotating element can also be glued or welded to one another, for example.

It is also advantageous if the driven wheel has a recess, in particular with internal teeth, in which the rotation element is accommodated. The recess is in particular arranged concentrically to an axis of rotation of the driven wheel. The rotation element and the wear wheel thus rotate about a common axis, which results in a favorable transmission of torque or force. In addition, in this case, the driven gear and the rotary member are easily detachable from each other. In this case, the rotating element has, in particular, external teeth and is preferably designed as a threaded spindle. The output wheel and the rotary element can also be mounted together, for example.

It is also advantageous if the transmission comprises a first gear which is connected to an output shaft of the motor, a second gear and/or the output gear, the first gear, the second gear and the output gear being arranged in particular in such a way that a torque can be transmitted via the second gear from the first gear to the output gear. On the one hand, the transmission can serve as a translation between the engine and the driven wheel. On the other hand, the transmission and in particular the second toothed wheel can create a particularly lateral distance between the motor and the output wheel, which may be necessary to allow an undisturbed translational movement of the rotary element or a threaded spindle or a spindle nut.

In particular, an axis of rotation of the output shaft and an axis of rotation of the output wheel are arranged essentially parallel to one another. The first gear is, for example, added to the motor shaft or part of the motor shaft. It is conceivable that the first gear wheel has at least one bearing point in the carrier. The second gear wheel is in particular completely mounted in the carrier, for example by means of two bearing points. The driven wheel is preferably also mounted directly or indirectly on the carrier. Of course, the transmission can have additional gears. In particular, the transmission has a third gear, for example torque being transmitted from the motor through the first gear to the second gear, from the second gear to the third gear and from the third gear to the output gear. In this configuration, the third gear wheel is also preferably mounted in the carrier.

There are also advantages if the carrier is designed in multiple parts, in particular in two parts, with at least one first carrier element and one second carrier element. A multi-part carrier facilitates the assembly and thus the manufacture of the actuator. The first carrier element and the second carrier element can, for example, be joined together in a non-positive, material and/or form-fitting manner. The first carrier element and the second carrier element can in particular be made of the same material. The first carrier element and the second carrier element can be shaped asymmetrically, for example. How already described, the housing can also be made in two parts. In this case, for example, a contact plane between the first carrier element and the second carrier element corresponds to a contact plane of a first housing part and a second housing part. In this way, for example, during production of the actuator, the first support element can be connected to the first housing part and the second support element can be connected to the second housing part, and the actuator can only be assembled in the last step.

It is advantageous if the first carrier element and the second carrier element are connected by means of ultrasonic welding and/or plastic dowel pins. Both ways of assembling the carrier elements are cost-effective and reliable alternatives. In the case of ultrasonic welding, no additional components or no additional material are necessary in order to produce the connection between the first carrier element and the second carrier element. A possible disadvantage is that it is not possible to separate the connection without destroying it. If desired, it may be preferable to use clips and/or plastic dowel pins. At least one of the carrier elements has corresponding cavities for the plastic dowel pins. It is conceivable that the clips and/or plastic dowel pins are formed monolithically with one of the carrier elements.

It is particularly advantageous if the driven wheel is rotatably mounted indirectly via a bearing of the rotary element, in particular in the carrier. As a result, the driven wheel can be mounted relatively easily, which would otherwise only be possible with difficulty, particularly if the driven wheel has a concentric recess. In particular, an extension of the output gear and the rotation element can be different along the axis of rotation. The diameter of the driven wheel and the rotating element can also be different. If the rotary element is not flat, but cylindrical, ie with a non-negligible extent along the axis of rotation, it is easier to mount the rotary element and thus to mount the driven wheel indirectly. The rotating element can be surrounded by bearing bushes, for example.

In this context, it is advantageous if the bearing of the rotating element comprises a first bearing element and a second bearing element, which are designed in particular as plain bearing bushes. This enables the rotary element to be mounted in a simple and efficient manner. The bearing elements of the bearing are made, for example, from a metal alloy such as, in particular, bronze, brass or bearing metal. The bearing elements can also be made of plastic, in particular polymers, or ceramics, for example.

It is also advantageous if the rotating element has at least one bearing section for the at least one bearing element. As a result, the bearing element can be attached to the rotating element with a precise fit. In particular, the rotating element has a first bearing section for the first bearing element and/or a second bearing section for the second bearing element. The first bearing section and/or the second bearing section are delimited, for example, by the output gear. This achieves a reliable and low-backlash mounting, in particular of both the rotary element and the output gear.

It is advantageous if the first bearing element is arranged in the first carrier element and/or on a first driven wheel face and/or the second bearing element is arranged in the second carrier element and/or on a second driven wheel face. As already indicated, this ensures that the rotary element is supported reliably and with little play. The driven wheel end faces are those planes in which the axis of rotation of the driven wheel is vertical.

It is advantageous if the carrier is mounted acoustically decoupled from the housing within the housing by means of a plurality of elastic decoupling elements.

It is also advantageous if the decoupling elements are attached to the carrier, preferably in a non-detachable manner, in particular by means of a multi-component injection molding process.

Furthermore, it is advantageous if at least some of the decoupling elements are separated from one another and/or spaced apart from one another. In addition or as an alternative, it is advantageous if at least some of the decoupling elements are connected via a connecting element to form a unit, in particular one of the same material.

It is also extremely advantageous if at least one of the decoupling elements has a beveled contact surface. Beveled contact surfaces can contribute to further decoupling, in particular between the carrier and the housing. In this context, beveled means that the contact surface does not run parallel to the corresponding surface of the carrier and/or the housing. The beveled abutment surface can be arranged on the side of the carrier and/or on the side of the housing. The carrier and/or the housing can also have correspondingly beveled receptacles for the at least one decoupling element. The contact surface of the at least one decoupling element can in particular be beveled in such a way that a triangle results in a two-dimensional projection.

It is also advantageous if at least one first decoupling element is on a first carrier end face facing away from the motor, at least one second decoupling element on a second carrier end face facing the motor, at least a third decoupling element on a carrier jacket surface and/or at least a fourth decoupling element on an end facing away from the carrier of the engine is arranged. In this way, the carrier is fixed and/or resiliently mounted relative to the housing in all spatial directions. If the carrier is configured as essentially rectangular in a two-dimensional projection, the end faces of the carrier mean those areas with the greatest width and the carrier jacket areas mean those areas with the smallest width. The decoupling elements can, for example, be arranged in pairs opposite one another and/or on opposite sides of the carrier. Several or all of the decoupling elements can have, for example, the beveled contact surfaces described above. In particular, however, the fourth decoupling element has no beveled contact surface.

It is advantageous if the fourth decoupling element is designed in such a way that it supports the motor on the housing in a spring-loaded manner in its axial direction. In addition or as an alternative, it is advantageous if the fourth decoupling element is designed in such a way that it guides the motor laterally and/or in its radial direction and/or supports it in a spring-loaded manner on the housing.

There are particular advantages if the rotating element has external teeth. This external toothing can engage in an advantageous manner in an internal toothing of the output gear. In particular, the rotating element is designed as a threaded spindle in this case. In this case, the rotating element designed as a threaded spindle has, for example, a toothed section with said external toothing and a threaded section with an external thread designed in particular as a trapezoidal thread.

It is particularly advantageous if the actuator has a first output wheel for a first rotation element and a second output wheel for a second rotation element. As a result, two opposite or parallel translational movements can be carried out if required. It is advantageous if the transmission is designed in such a way that the two output wheels have the same direction of rotation or opposite directions of rotation. The first output gear and the second output gear can in particular be of the same design. In particular, the first driven wheel has a recess for accommodating the first rotation element and the second driven wheel has a recess for accommodating the second rotation element. It is also conceivable that the first rotating element is designed as a threaded spindle and the second rotating element is designed as a spindle nut. Alternatively, one of the rotating elements can also be designed as the already described bushing with a form-fitting element. The first driven wheel and the second driven wheel can be arranged, for example, in one plane, with the axes of rotation of the driven wheels being perpendicular to this plane. The output gears can be connected in particular via their respective external teeth.

In particular, at least one of the two output gears is connected to the second gear described above, which in turn is driven by the first gear and the motor. According to a first alternative, it is advantageous if the two output gears mesh with one another and only one of these two engages in the second gear. According to a second alternative, it is advantageous if the two output gears do not mesh with each other, but instead each of them engages in the second gear.

In an advantageous development, the actuator has a spindle bearing that is arranged on the housing. As a result, one of the bearing points of a threaded spindle is already specified by the actuator. The spindle bearing is in particular firmly connected to the housing. In this case, the threaded spindle performs a purely rotational movement, with the desired translation being carried out by a spindle nut running on the threaded spindle. The spindle bearing includes in particular a slide bearing for a threaded spindle.

It is also advantageous if the housing and/or spindle bearing includes a connecting piece for a steering column. As a result, the actuator can be attached to a steering column in a simple manner. If the connection piece is arranged on the spindle bearing, there are additional advantages due to an optimized power transmission between the actuator and the steering column. In particular, the connecting piece has at least one bore for a fastening element, in particular a bolt and/or screw connection, of the actuator and the steering column. The shape of the connection piece is adapted to the shape of a steering column, for example. In particular, the housing includes and/or the spindle bearing several connecting pieces for a steering column.

The steering column according to the invention for a motor vehicle has at least one actuator for changing a position and/or length of the steering column. It is proposed that the at least one actuator is designed in accordance with the preceding description. The advantages of the actuator already described are also realized in the steering column. The features of the actuator described can be implemented individually or in any combination. The steering column also includes, for example, a left-hand spindle, with which a steering movement of the motor vehicle can be carried out. A steering wheel is usually arranged at one end of the steering spindle. The steering spindle is, for example, arranged to be displaceable relative to a housing of the steering column. The length of the steering column can be adjusted by moving the steering spindle. This displacement can be carried out in particular by means of the at least one actuator.

The toothings described above can in particular be designed as helical toothings or straight toothings.

• 1 eine schematische Schnittansicht eines ersten Ausführungsbeispiels eines Aktuators,
• 2 den Aktuator aus 1 mit einer Gewindespindel,
• 3 eine schematische Schnittansicht eines zweiten Ausführungsbeispiels des Aktuators,
• 4 eine schematische Schnittansicht eines dritten Ausführungsbeispiels des Aktuators,
• 5 eine schematische Schnittansicht eines vierten Ausführungsbeispiels des Aktuators, und
• 6 eine vergrößerte Ansicht des Rotationselements in der Darstellung der vorangegangenen Figuren.

Further advantages of the invention are described in the following exemplary embodiments. Show it:

• 1 a schematic sectional view of a first embodiment of an actuator,
• 2 the actuator off 1 with a threaded spindle,
• 3 a schematic sectional view of a second embodiment of the actuator,
• 4 a schematic sectional view of a third embodiment of the actuator,
• 5 a schematic sectional view of a fourth embodiment of the actuator, and
• 6 an enlarged view of the rotating element in the representation of the previous figures.

In the following description of the figures, the same reference symbols are used for features that are identical and/or at least comparable in the various figures. The individual features, their design and/or mode of action are usually only explained in detail when they are first mentioned. If individual features are not explained in detail again, their design and/or mode of action corresponds to the design and mode of action of the features already described that have the same effect or have the same name.

1 shows an actuator 1 in a schematic sectional view, in particular for the adjustment of a steering column. The actuator 1 comprises a housing 2. The actuator is driven by a motor 3, which is at least partially mounted on a carrier 4 in this exemplary embodiment. The motor 3 is coupled to a rotating element 6 via a transmission 5 . For this purpose, the transmission 5 comprises a driven wheel 7 which is in particular externally toothed and which is connected to the rotary element 6 in a torque-proof manner. The motor 3, the transmission 5 and in particular the driven wheel 7 interact in such a way that the rotary element 6 is driven by the motor 3.

The actuator 1 is characterized in that the carrier 4 is mounted acoustically decoupled from the housing 2 within the housing 2 by means of a plurality of elastic decoupling elements 8 . For the sake of clarity, only the carrier 4 is shown hatched in this illustration and also in the following illustrations. It is nevertheless a section through the actuator 1 over the entire surface.

The output gear 7 has a recess 9 in which the rotation element 6 is arranged. The rotating element 6 is designed as a spindle nut 57 in this exemplary embodiment. The rotating element 6 has, in particular, an internal thread (not shown), which is designed in particular as a trapezoidal thread. In this exemplary embodiment, the transmission 5 has a first gear wheel 10 which is arranged on an output shaft 11 of the motor 3 . A torque generated by the motor 3 is transmitted to the output gear 7 via a second gear wheel 12 . The first gear 10, the second gear 12 and the output gear 7 have, in particular, external teeth, via which a torque is transmitted in a form-fitting manner. The external gearing can be designed as straight or helical gearing.

In 2 the same exemplary embodiment of the actuator 1 is shown, with a threaded spindle 55 being additionally arranged in the rotating element 6 here. The threaded spindle 55 has, in particular, an external thread (not shown) designed, for example, as a trapezoidal thread. The rotation of the rotating element 6 designed as a spindle nut 57 triggers a translational movement of the threaded spindle 55, which can cause a steering column to be adjusted, for example. The rotary element 6 is joined into the output gear 7 by press fitting, for example.

The carrier 4 is designed in several parts, with a first carrier element 13 and a second carrier element 14. The first carrier element 13 and the second carrier element 14 are connected to one another, for example by ultrasonic welding or plastic dowel pins (not shown). The motor 3 is at least partially mounted on the carrier 4; in this exemplary embodiment, it is mounted on the second carrier element 14. The motor 3 has a further bearing point on the housing 2 , a decoupling element 8 being arranged between the motor 3 and the housing 2 . The transmission 5 is mounted completely within the carrier 4, with a clearer representation in this regard following in the further figures.

In this exemplary embodiment, at least one first decoupling element 8 is on a first carrier end face 22 facing away from motor 3, at least one second decoupling element 8 on a second carrier end face 23 facing motor 3, at least one third decoupling element 8 on a carrier jacket surface 24, and at least one fourth decoupling element 8 an end 25 of the motor 3 facing away from the carrier 4 .

In 3 another exemplary embodiment of the actuator 1 is shown. In this exemplary embodiment, the rotating element 6 is designed as a threaded spindle 55 . In this case, the rotating element 6 has a toothed section 30 with external teeth. The rotating element 6 is mounted in a spindle bearing 28 . The spindle bearing 28 is arranged on the housing 2 of the actuator 1 and, in particular, is firmly connected to it. In this exemplary embodiment, the spindle bearing 28 has two connecting pieces 29 with which the spindle bearing 28 and thus indirectly the actuator 1 can be fastened to a steering column (not shown).

In this exemplary embodiment, the desired translational movement is generated by the rotation of the rotary element 6 embodied as a threaded spindle 55 and a spindle nut 57 running along the rotary element 6 . The rotating element 6 has an external thread, not shown, which is designed in particular as a trapezoidal thread. The spindle nut 57 has a corresponding internal thread.

In 4 another exemplary embodiment of the actuator 1 is shown. For the sake of clarity, the rotary element 6 has not been shown in this figure. However, the rotating element 6 in this exemplary embodiment of the actuator 1 is also designed as a threaded spindle 55 . The output wheel 7 has an internal toothing in the recess 9, by means of which the rotary element 6 can be driven.

At least part of the decoupling elements 8 has a beveled contact surface 21 in this exemplary embodiment. This suppresses the transmission of vibrations from the carrier 4 to the housing 2 even more efficiently. In this top view or two-dimensional projection, the beveled contact surfaces 21 are, for example, triangular. The carrier 4 can have form-fitting recesses for the contact surfaces 21 . In this exemplary embodiment, the first gear wheel 10 has an additional bearing point in the carrier 4 , in particular in the first carrier element 13 . The second gear wheel 12 is mounted completely in the carrier 4, with one bearing point being provided in the first carrier element 13 and the second carrier element 14 in each case. The output gear 7 is, for example, mounted indirectly by the rotation element 6 in the carrier 4, which is 6 is shown more clearly.

The 5 12 represents an exemplary embodiment of the actuator 1 in which a plurality of rotation elements 6 are provided. Accordingly, a first output gear 26 is provided for a first rotation element 32 and a second output gear 27 for a second rotation element 33 . The driven gears 26, 27 are connected in a form-fitting manner and in a torque-transmitting manner, in particular by means of external toothing. The driven gears 26, 27 are arranged, for example, in one plane, in particular in a common plane with the first gear 10 and the second gear 12. The axes of rotation of the gears 10, 12 and the driven gears 26, 27 are, for example, parallel to one another.

The rotating elements 32, 33 are arranged in recesses 9 of the driven wheels 26, 27. The rotating elements 32, 33 can in particular be designed differently. In this exemplary embodiment, the first rotation element 32 is designed as a threaded spindle 55 with a form-fitting element 34 . The positive-locking element 34 is designed, for example, as a polygonal outer surface. The form-fitting element 34 is in particular a hexagonal hexagonal outer surface. A bushing 35 , for example, is arranged between the first rotation element 32 and the first output gear 26 , which has a form-fitting element 34 (not shown) that corresponds to the form-fitting element 34 of the first rotation element 32 . This is designed, for example, as a polygonal inner surface, in particular a hexagonal inner surface. The second rotation element 33 is designed, for example, as a spindle nut 57, with the internal thread of the second rotation element 33, designed in particular as a trapezoidal thread, being shown in this illustration.

The second rotation element 33 is formed in particular by the internal thread non-illustrated threaded spindle 55 to be driven translationally. In the carrier 4 of the housing 2 there are openings 31 through which the threaded spindles 55 can be inserted into the actuator 1. The openings 31 corresponding to the first rotation element 32 are arranged, for example, only in the second carrier element 14 and an underside of the housing 2 . The openings 31 corresponding to the second rotation element 33 are arranged, for example, symmetrically in the first support element 13 and second support element 14 and on an upper side and the underside of the housing 2 . It is conceivable that one or more decoupling elements 8 are arranged symmetrically around one or more of the openings 31 . This leads to improved stability in the area of the openings 31 on which decoupling elements 8 are arranged. The decoupling element 8, which is associated with an opening 31, can for example be ring-shaped.

6 shows an enlarged section of an area around a rotary element 6 and a driven wheel 7. A possible bearing 15 of the driven wheel 7 and the rotary element 6 is to be shown here. The bearing 15 has a first bearing element 16 and a second bearing element 17 . The bearing elements 16, 17 are designed, for example, as plain bearing bushes. The first bearing element 16 is at least partially arranged in the first carrier element 13 . The second bearing element 17 is at least partially arranged in the second carrier element 14 . The bearing elements 16, 17 enclose the rotary element 6 and/or the driven wheel 7, for example in a ring shape. The rotating element 6 has a bearing section 18 for each of the bearing elements 16 , 17 .

The first bearing element 16 is also arranged on a first driven wheel end face 19 . The second bearing element 17 is arranged on a second driven wheel end face 20 . The output gear 7 and the rotating element 6 are jointly supported by the bearing 15 . In this exemplary embodiment, the rotating element 6 is again designed as a spindle nut 57 with an internal thread.

The present invention is not limited to the illustrated and described embodiments. Modifications within the scope of the patent claims are just as possible as a combination of features, even if they are shown and described in different exemplary embodiments.

Reference List

1

actuator

2

Housing

3

engine

4

carrier

5

transmission

6

rotation element

7

output gear

8th

decoupling element

9

recess

10

first gear

11

output shaft

12

second gear

13

first carrier element

14

second support element

15

storage

16

first bearing element

17

second bearing element

18

storage section

19

first driven wheel face

20

second driven wheel face

21

contact surface

22

first carrier face

23

second carrier face

24

carrier lateral surface

25

End

26

first driven wheel

27

second driven wheel

28

spindle bearing

29

fitting

30

gear section

31

opening

32

first rotation element

33

second rotation element

34

interlocking element

35

Rifle

55

lead screw

57

spindle nut

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited 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 2019081081 A1 [0003]

Claims (22)

Actuator (1), in particular a steering column actuator, comprising - a housing (2), - a motor (3), - a carrier (4), - a gear (5) and - at least one rotating element (6) of a screw gear, the gear (5) comprises a driven wheel (7), in particular with external teeth, which is connected to the rotating element (6) in a torque-proof manner, the motor (3) and the transmission (5) interacting in such a way that the rotating element (6) is driven by the motor (3) is driven, characterized in that the carrier (4) is mounted within the housing (2) so that it is acoustically decoupled from the housing (2) by means of at least one elastic decoupling element (8). Actuator (1) according to the preceding claim, characterized in that the rotating element (6) of the helical gear is a spindle nut (57) or a threaded spindle (55). Actuator (1) according to one of the preceding claims, characterized in that the motor (3), the gear (5) and/or the rotating element (6) is mounted at least partially or exclusively on the carrier (4). Actuator (1) according to one of the preceding claims, characterized in that the driven wheel (7) and the rotation element (6) are connected to one another in a non-positive, positive and/or material connection or are monolithically constructed. Actuator (1) according to one of the preceding claims, characterized in that the output wheel (7) has a recess (9), in particular with internal teeth, in which the rotary element (6) is accommodated. Actuator (1) according to any one of the preceding claims, characterized in that the gear (5) comprises a first gear (10) connected to an output shaft (11) of the motor (3), a second gear (12) and/or comprises the driven gear (7), wherein the first gear (10), the second gear (12) and the driven gear (7) are arranged in particular such that a torque via the second gear (12) from the first gear (10). the driven gear (7) can be transferred. Actuator (1) according to one of the preceding claims, characterized in that the carrier (4) is constructed in several parts, in particular in two parts, with at least a first carrier element (13) and a second carrier element (14). Actuator (1) according to one of the preceding claims, characterized in that the first support element (13) and the second support element (14) are connected by means of ultrasonic welding and/or plastic dowel pins. Actuator (1) according to one of the preceding claims, characterized in that the driven wheel (7) is rotatably mounted indirectly via a bearing (15) of the rotary element (6), in particular in the carrier (4). Actuator (1) according to one of the preceding claims, characterized in that the bearing (15) of the rotating element (6) comprises a first bearing element (16) and a second bearing element (17), which are designed in particular as plain bearing bushes. Actuator (1) according to one of the preceding claims, characterized in that the rotating element (6) has at least one bearing section (18) for at least one of the bearing elements (16, 17). Actuator (1) according to one of the preceding claims, characterized in that the first bearing element (16) in the first carrier element (13) and/or on a first driven wheel end face (19) and/or the second bearing element (17) in the second carrier element (14 ) and/or is arranged on a second driven wheel end face (20). Actuator (1) according to one of the preceding claims, characterized in that the carrier (4) is mounted acoustically decoupled from the housing (2) within the housing (2) by means of a plurality of elastic decoupling elements (8). Actuator (1) according to one of the preceding claims, characterized in that the decoupling elements (8) are fastened, preferably non-detachably, to the carrier, in particular by means of a multi-component injection molding process. Actuator (1) according to one of the preceding claims, characterized in that at least some of the decoupling elements (8) are separate from one another and/or spaced apart from one another and/or that at least some of the decoupling elements (8) are connected via a connecting element to form a , Unit are connected. Actuator (1) according to one of the preceding claims, characterized in that at least one of the decoupling elements (8) has a beveled contact surface (21). Actuator (1) according to one of the preceding claims, characterized in that at least one first decoupling element (8) on a first carrier end face (22) facing away from the motor (3), at least one second decoupling element (8) on one facing the motor (3). second carrier end face (23), at least one third decoupling element (8) on a carrier lateral surface (24) and/or at least one fourth decoupling element (8) on an end (25) of the motor (3) facing away from the carrier (4). Actuator (1) according to one of the preceding claims, characterized in that the rotating element (6) has external teeth. Actuator (1) according to one of the preceding claims, characterized by a first driven gear (26) for a first rotation element (32) and a second driven gear (27) for a second rotation element (33). Actuator (1) according to one of the preceding claims, characterized by a spindle bearing (28) which is arranged on the housing (2). Actuator (1) according to one of the preceding claims, characterized in that the housing (2) and/or spindle bearing (28) comprises a connecting piece (29) for a steering column. Steering column for a motor vehicle with at least one actuator (1) for changing a position and/or a length of the steering column, characterized in that the at least one actuator (1) is designed according to one or more of the preceding claims.

Images