EP0991837A1

EP0991837A1 - Hinge for accommodating a pivoting component

Info

Publication number: EP0991837A1
Application number: EP98939504A
Authority: EP
Inventors: Hans Kühl
Original assignee: Daimler Benz AG
Current assignee: Daimler AG
Priority date: 1997-06-23
Filing date: 1998-06-16
Publication date: 2000-04-12
Anticipated expiration: 2018-06-16
Also published as: US6349449B1; ES2163881T3; JP2000513062A; WO1998059139A1; DE19726536A1; EP0991837B1; KR20010020492A; DE59801461D1

Abstract

The invention relates to a pivotingly accommodated component which moves automatically when acted upon by a regulating force (15), but in such a way that is both braked and damped, and thus moves with reduced speed and momentum. To this end, the hinge accommodating the component is fitted with a pivoting brake (12) whose brake force, applied along the pivoting path, is less than the regulating force (15), and is adapted to the course of the regulating force (15) along said pivoting path. In selected areas, the brake force (16) of the pivoting brake (12) can be greater than the regulating force (15) in order to hold the component in these areas. The braking work effected by the pivoting brake (12) is advantageously calculated so as to absorb 20 % to 25 % of the regulating work effected by the positioning force.

Description

Hinge for the pivotable mounting of a component

The invention relates to a hinge for the pivotable mounting of a component, on which an actuating force striving to pivot it acts and with a pivoting brake which prevents this pivoting in the form of cooperating cylinder wedge surfaces on the hinge pin and on at least one of the hinge shields.

A hinge in the sense of the application means an articulated connection with at least one axis, which has a shaft in the form of a hinge pin and a hub in the form of a pivotable hinge plate. Other names for such an articulated connection are, for example, (door) hinge or piano hinge. The hinge can also have two parallel axes, between which a hinge bridge is arranged. The hinge is used to pivot a component. It follows that the bearing element of the hinge is arranged so that it can pivot. However, this does not exclude that this overlapping element in turn bond in a further articulated Ver ^¬ is pivotally mounted, for example. The mentioned hinge bridge about said second axis.

A swivel brake is understood to be an inhibiting device which provides a certain resistance to the swiveling of the swivel-mounted component under the action of an actuating force, in other words a counterforce which is generally less than the actuating force. As long as the positioning force remains lower than the counterforce, the heating device acts as a swivel stop and prevents the component from swiveling under the effect of the positioning force .

The actuating force acting on the pivotably mounted component can be of any type. It can be formed, for example, on components pivotable about a horizontal axis, such as flaps or folding seats, by gravity; it can be applied by an energy accumulator like a spring or it can be exercised spontaneously, for example by a gust of wind on a door.

Cylinder wedge surfaces are understood to mean cams which gradually, in wedge-shaped fashion, rise on wedge-shaped surfaces of the hinge pin and of the hinge shield that face each other and are coaxial with the axis of the hinge, and then drop steeply again onto the cylinder surface, the cams on one of the components on one Arranged inner surface and on the other component on an outer surface and the rising directions of the cams are opposite to each other and wherein there is a joining gap between the cylinder wedge surfaces in a joining position, which is less than the height of the cams above their respective reference cylinder surface.

DE 44 06 824 C describes a hinge with a swivel stop, which swivels a part mounted in a hinge pin under the action of actuating forces, by means of which swiveling should not be effected _! .prevents. This is intended to ensure that, for example, a door has self-locking in all pivoting positions of its opening angle range. In this case, the braking force of the swivel brake always exceeds the actuating force through which swiveling should not take place.

However, technology is familiar with many applications in which components should be able to be pivoted against each other by actuating forces acting on them, but this pivotability should be inhibited, braked or damped to a greater or lesser extent and / or over only part of the pivoting range. In many cases it is also advantageous if the braking effect can be dimensioned such that pivoting by actuating forces which are below a threshold value is prevented. Examples of this are bonnets or trunk lids that can be opened by hand or must be able to close, but which should not fall from the open position under the action of gravity and after lowering from the open position not to slow down. Another example are car doors on which, depending on their position and depending on the inclination of the vehicle, gravity or a gust of wind exerts a very different moment, which should be compensated at least to the extent that a door is held in the open position and / or is not unintentionally braked accelerates from this position.

Another example is folding seats in public transport or in permanently installed seating, which are usually lifted up by spring force. It is often desirable that they be held in the folded position so that they do not fold up when they get up for a short time. The automatic folding up should be triggered by briefly lifting it. Furthermore, such seats should not be strongly accelerated under the action of the spring force so as not to strike their upper system. You should therefore fold up braked at least in the end region of its pivoting movement.

The object of the invention was accordingly to specify a dimensioning rule for the braking action and embodiments for a hinge with a swivel brake with cylindrical wedge surfaces, by means of which these requirements can be met in the best possible way.

It solves this problem in that the course of the braking torque of the swivel brake is adapted to the course of the actuating forces acting on the component via the swivel angle in the sense that the actuating force is opposed, at least over a substantial part of the Schwenic angle, by a braking force which is less than the actuating force.

This ensures that only the difference between the actuating force and the braking force acts on the component. The component can thus be pivoted in a substantial part of its pivot angle by the actuating force, but only braked, inhibited, slowed down. It is therefore not em more or less arbitrary chosen ^¬ Licher course of the braking torque of the swing brake between assumed start and end values, but a course, which is adapted to the course of the actuating forces acting on the pivotable component and is determined by parameters such as the mass of the pivotable component, the pivot arm of the center of gravity of the component, the pivot angle, the inclination of the pivot axis in space and others. Since these parameters can be very different from case to case, determining the course of the braking torque must be preceded by determining the course of the actuating forces and the desired course of the pivoting movement.

In one or more narrow areas of the pivoting angle of the component, the braking force of the pivoting brake can exceed the actuating force, so that the component is not pivoted in these areas by the actuating force, but is blocked. These areas are generally the start or end areas of the swivel angle, or in general terms, positions in which the component is to be held automatically.

In some cases it is also advantageous if the swivel brake does not oppose the braking force in a range of the swivel angle according to claim 3. This applies in particular to a region in front of the start or end point of a swivel angle which is to be reached and held safely by means of the actuating force.

This can be achieved by appropriate dimensioning or by appropriate angular position of the wedge surfaces. For this purpose, the swivel brake according to claims 5 to 9 can be provided with a plurality of wedge surfaces which take effect in the different regions of the swivel angle and which, depending on the desired mode of operation, can be equipped with the same or opposite direction of inclination. In the former case, the wedge surface pairings take effect one after the other and the swivel brake exerts braking force over a large swivel range. In the second case, the wedge pairings come into effect depending on the swivel direction, whereby the swivel brake exerts increasing braking force in both swivel directions. The wedge surfaces can be provided with the same or different slopes, so that Depending on the direction of the swivel, the swiveling brake can be given a braking effect that is different or increases progressively or degressively with the swivel angle.

It has been shown that in most cases it is sufficient if the swivel brake annihilates at least 20% of the actuating force applied by the actuating force, i.e. the product of actuating force and swivel path by braking work, i.e. by the product of braking force and swivel path, i.e. converts into thermal energy in order to achieve sufficient braking of the movement of the component which is braked in each case.

Almost always, an exact angle adjustment of the wedge surfaces is necessary in order to apply the braking effect of the swivel brake at the correct swivel angle and to let it increase. This is made possible by the embodiments of claims 10 to 12.

Exemplary embodiments of the invention are shown schematically in the figures of the drawing. Show it

Figures 1 and 2 the principle of the wedge profiles in cross section through the swivel brake in two different positions.

3 and 4 the longitudinal section through a glove box of a car with a glove box flap together with a force / swivel angle diagram of this object? 5 and 6 the representation of the swiveling bonnet and the swiveling cover of a car together with a force / swivel angle diagram of these objects;

7 and 8 the cross section through a storage compartment of a motor vehicle with storage compartment flap and a force / swivel angle diagram of this storage compartment flap;

9 and 10 show a folding seat and a force / swivel angle diagram of this folding seat;

11 and 12 show an embodiment of the spline profiles for the object of FIG. 9 and a force / swivel angle diagram of this embodiment;

13 and 14 an execution orm of the spline profiles for particularly large swivel angles and a force / swivel angle diagram of this embodiment; 15 and 16 the representation of a foldable bed, for example in a motor vehicle, and a force / swivel angle diagram of this bed;

17 and 18 a handle, for example. in a motor vehicle with cut storage units as well as the force /

Swivel angle diagram of this handle; Fig. 19 is a plan view of a partially broken

Motor vehicle exterior mirror with swivel brakes; 20 and 21 two partially sectional views of hinges with swivel brakes.

An essential structural element of the present invention are the wedge profiles, the design and mode of operation of which will first be described.

As can be seen from FIG. 1, a hinge 1 has a hinge shield 2 which acts as a hub and which on its inner surface has a number of two, in the embodiment shown two offset by 180 'from one another, from an imaginary cylindrical surface 3 gradually, in a wedge shape in a clockwise direction to the inside Cams 5 rising to a line 4 and then again falling steeply onto the cylinder surface. Correspondingly, the hinge pin 6, which acts as a shaft, has two cams 9 offset from one another by 180 ″, gradually increasing from an imaginary cylinder surface 7 in a wedge shape counterclockwise to a line 8 and then falling steeply again onto the cylinder surface Back surfaces of the cams 5 and 9 on a joining gap 10, by means of which hinge plate 2 and hinge pin 5 can be inserted into each other, each back surface of a cam 5 of the hub 2 and a cam 9 of the shaft 6 form a coordinated pair of wedge surfaces a plurality of such wedge surface pairs which act in unison are arranged - they are referred to below as wedge surface pair 11. A wedge surface pair 11 therefore consists of at least one wedge surface pair, but it can also have a plurality thereof, as shown in FIG. but also three and technical sensible up to six pairs of wedge surfaces. The wedge surface pairings 11, in conjunction with the parts hinge plate 2 and hinge pin 6 carrying them, form a swivel lock nose 12.

The two wedge surface pairings 11 of FIGS. 1 and 2 have a working range of approximately 120 ". After passing through an angle of rotation of approximately 10 'to 15 ^*, they close the joining gap 10 and then come into frictional engagement with one another. This frictional engagement and thus the braking effect increases further Rotate to a maximum with increasing surface pressure Since the contact surfaces of the backs of cams 5 and 9 become shorter, the braking force then drops again despite increasing surface pressure, so that an angular range of approximately 120 ^{* can be used} for the braking effect.

When the loads occur, the parts of such hinges are usually made of steel. In order to reduce the wear of the parts subjected to dry friction under high surface pressure, at least the friction surfaces are advantageously hardened. A pure line contact of the wedge surface pairings 11 which is subject to wear can be avoided in that the increase in the wedge surfaces follows a logarithmic spiral.

As already mentioned, even more can be distributed as two wedge-surface pairs 11 around the joint gap 10 which is equal ^¬ continuously come into effect, and then have a correspondingly smaller working area. Likewise, at least two pairs of wedge surfaces 11 can be connected in series, one of which first takes effect and after the latter has exceeded its maximum braking effect, the second takes effect.

By means of a correspondingly large joining gap 10, paired splines 11 can also be provided with an initial idling range, after which they only come into frictional engagement and develop a braking effect.

In Figures 1 and 2, the heights of the cams 5, 9 are shown greatly exaggerated for the sake of clarity. The slope of the cams mainly depends on the one intended with them Braking effect and their number and in most applications is between 1:10 and 1: 100. The cams 5, 9 are equally spaced around the circumference of the joining gap 10. Two wedge surface pairings 11 which come into effect one after the other are used in particular when a large swivel angle of up to 180 'is to be achieved. Otherwise, three wedge surface pairings are preferred, since they have the advantage of centering themselves.

In Fig. I the wedge surface pairings 11 are shown in their joining position, in which they can be pushed into one another. 2 shows the position which they assume in the working position: the hinge boizen 6 has rotated clockwise by approximately 90 'when the component carried by the hinge 1 is pivoted. The back surfaces of the cams 5 and 9 have approached each other, then touched and are then sliding against one another with increasing surface pressure. Here, they have increasingly counteracted the rotational movement of the hinge pin 6 by frictional force and also performed deformation work and have thereby increasingly inhibited the pivoting movement or reduced the speed of this pivoting movement and dampened it.

This braking, inhibiting or damping effect of the braking force in relation to the actuating force is illustrated in the figures of the drawing in the even-numbered figures 4 to 18 on the right. These figures represent force / swivel angle diagrams, in the ordinate the actuating or braking force and in the abscissa the swivel angle is plotted. The course of the actuating force is drawn out in each case, the course of the braking force is shown in broken lines.

Fig. 3 shows a simple application of a hinge 1 with such a swivel brake 12 on the flap 13 of a glove box 14 of a car. The flap 13 is supported in a single long, or at two spaced hinges 1 and folded down to the dotted line position down ^¬ bar. After triggering the locking of the flap 13, which is common for such flaps and therefore not shown here, it falls under the action of gravity, which in this case is the actuating force represents, by a pivot angle of about 90 'down and lies there on a stop, not shown. The basic course of this actuating force over the swivel angle is shown in FIG. 4 in the characteristic curve 15.

In order to avoid the flap 13 falling too quickly and hitting the stop hard, the hinge 1 or at least one of several is equipped with the pivoting brake 12 according to the invention. This swivel brake is designed by the design of its wedge profiles so that the course of its braking force over the swivel angle corresponds in principle to the characteristic curve 16 of FIG. 4. This characteristic curve 16 of the braking force can exceed the characteristic curve 15 of the actuating force in the initial region of the swivel path from 0 ^' , so that the flap in this region is not only secured by its locking, but also prevents the flap from rattling by the additional holding by means of the swivel brake. To open the flap 13 must be pulled down a short distance until the actuating force 15 exceeds the braking force 16 and the flap moves downwards by itself. It is of course possible to choose the course of the braking force of the swivel brake so that it remains below the actuating force even in the initial region of the swivel path, so that the flap 13 starts moving immediately after its lock has been released. It would then correspond to the course of the characteristic curve 16 '.

In the area in which the actuating force exceeds the braking force, the flap 13 falls down under the effect of the actuating force, i.e. gravity. However, the actuating force does not act on the flap in its full height, but only with the difference between the positioning force 15 and the braking force 16, so that the downward movement of the flap is braked and slowed down.

5 shows an application of the swivel brake 12 according to the invention to the bonnet 17 or to the trunk lid 18 of a car. The weight of these flaps, which are mounted on hinges not shown here, is generally at least approximately balanced by a gas or steel spring. It is assumed that the actuating forces shown on the flaps 17, 18 in FIG Swivel range of about 45 '. In order to prevent the flaps 17, 18 from falling down due to this actuating force, a swivel brake 12 built into the hinges 1 of the flaps counteracts a braking force which approximately compensates for the actuating force over the swivel range with the curve indicated in the characteristic curve 20. It is also provided here that the braking force exceeds the actuating force in the open position of the flaps in order to keep them in this open position.

Fig. 7 shows a flap 21 on a storage space 22, as it is often installed under the floor of buses. This closure flap 21 is also mounted in hinges 1, which are equipped with swivel brakes 12. Gravity acts on the flap 21, which can be pivoted by approximately 180 ', with the actuating force shown approximately in the characteristic curve 23 in FIG. 8.

If this force is to be (180 ^'position) of the flap 21 by the braking force completely i _m region therebetween balanced in the open (0 "-Stellun) and closed in part 1 two pivot brake 12 may, in at least one of the hinges with opposing and 8 with the dash-dotted characteristic curve 24 and the dash-double-dotted characteristic curve 25. The effects of these braking forces add up to a braking force in accordance with the dashed-line brake characteristic line 26, which represents the actuating force in FIG Beginning region 27 and in the end region 28 of the pivoting angle of the flap 21 exceeds and opposes it in its central region to a sufficient extent.

Wedge profiles with opposing courses of the braking forces are also used in the folding seat 29 of FIG. 9. The folding seat 29 is pressed against the backrest 32 with approximately linear torque by the actuating force indicated in FIG. 10 with the characteristic curve 30 of a spring (not shown) built into the hinges 1 of the folding axis 31. In order to keep it both in the folded-down position and in the swung-up position to prevent rattling, the course of the braking force is according to the dashed curve 33 selected so that it exceeds the actuating force in the start and end areas 27, 28 of the pivoting range extending over about 95 ^* . This course of the braking force is achieved by superimposing two braking force profiles 33 'and 33 ", which can be represented by means of two swivel brakes with opposite direction of incline and with a steeper increase in braking force 33" of the swivel brake effective in the upper end region 28.

The wedge surface pairings with opposite direction of inclination can be arranged, for example, offset from one another in the direction of the axis of the hinge. However, if the swivel angle is only about 90 ", it is also possible to arrange the two wedge surface pairings offset circumferentially. This is shown in more detail in FIG. 11.

The cross section through the two wedge surface pairings 11 'and 11 ", ie two cams 5 and 9, respectively, is shown in the joining position, that is to say in the central region of the pivoting angle of the folding seat 29 of FIG. 9. From the axially parallel lines 34 and 34' two pairs of wedge surfaces rise clockwise and two pairs of wedge surfaces counterclockwise each rise about 90 ". The peaks 4, 8 of two pairs of wedge surfaces coincide. The result is an apparently elliptical figure, which for the reasons already mentioned, however, consists of four sections of a logarithmic spiral running in opposite directions. Starting from the joining position in the range of 45 ^* , these wedge surface pairings 11 'and 11 "lead, when rotated clockwise or counterclockwise, to the increases 35 and 36 of the braking torque shown in FIG. 12. It is understood that these increases, for example, by different Slopes and / or lengths of the wedge surface pairs can be designed differently.

When applied to the case of the folding seat 29 of FIGS. 9/10, it can be seen that the braking torques 35 and 36 of the embodiment of FIGS. 11/12 can be designed so that they have the torque 30 of the folding seat in the start and end area 27, 28 exceed its swivel path. FIG. 13 shows an embodiment with which an increase in the braking force of wedge surface pairings can be achieved over a swivel path of 180 ^* or more. For this purpose, two wedge surface pairings 11 ^" and 11 ^' offset from one another in the axial direction are provided, each with two wedge surface pairs, of which the wedge surface pair 11" lying behind in the direction of the view is shown with a larger diameter for the sake of visibility, but it can have the same diameter as that Wedge surface pairing 11 "located at the front. Starting from the illustrated joining position, the wedge surface pairing 11""has idle areas" 37 of approximately 90 'each, in which there is still no increase in the cam 5 of the hub 2. When the shaft 6 is turned counterclockwise, only the back surfaces of the pair of wedge surfaces 11 "come into frictional engagement, which leads to the increase in braking force 38 shown in dashed lines in FIG. 14. If this pair of wedge surfaces 11" after passing through an angle of rotation of approximately 90 ' Has reached its maximum braking force and this begins to drop, the back surfaces of the wedge surface pair 11 ^{* come} into frictional engagement, which when viewed in their own right generate the braking force 38 'shown in broken lines in FIG. The braking forces 38 and 38 'of the two wedge surface pairings 11 "and 11" add up to the total line 39 drawn in solid lines in the diagram in FIG. 14.

The increase in the braking force 38 'generated by the "wedge surface pairing 11' which then comes into effect is steeper due to the steeper increase of the wedge surfaces thereof, so that the overall increasing curve 39 of the total braking force 39 can be seen in FIG. 14.

9 is pushed upwards by an actuating force applied by a spring, in the case of the folding bed 40 of FIG. 15, as is often installed in trucks, gravity is sought as an actuating force along the characteristic curve 41 of FIG. 16 to let it fall down from the folded-up position into the sleeping position shown in dashed lines, in which it is held by straps 40 '. To fall too quickly, unchecked prevent, the course of the braking force of the swivel brake 12 built into the hinges 1 of the folding bed 40 is selected again in accordance with the characteristic curve 42 so that the swivel work is partially consumed by the braking work. The fact that the braking force exceeds the actuating force in the initial region 43 of the swivel path from here about 90 ^° again has the advantage that the swung-up and locked folding bed does not rattle in its locking under the action of the driving movements.

In Fig. 17, the execution of a swivel brake using the example of a handle 44, as it is often arranged on the roof edge in the interior of cars, is shown in all details for the sake of example. These handles are pivoted so that they can be moved from a rest position in which they lie against the headlining, can be folded down if necessary. Due to the force of a built-in spring, they are swung up into the rest position when they are released and held in this rest position.

As can be seen from FIG. 17, the handle 44 is supported at both ends by means of two hinges 1 and 1 '. These hinges comprise a shaft connected in a rotationally fixed manner to the handle 44 in the form of bearing pins 45 and 46 and a hub in the form of two bearing eyes 47 and 48, respectively, each seated on bearing plates 49, by means of which the handle can be fastened to the body of a motor vehicle. The bearing pins 45, 46 have a polygon 50 at one end, with which they engage in corresponding recesses in the handle and are thus connected to the latter in a rotationally fixed manner. The bearing pins 45, 46 are inserted during the assembly of the handle through an opening in the latter, which is then closed by means of a pressed-in stopper 51.

In the right hinge 1 in FIG. 17 there is a torsion spring 52 around the bearing pin 45, which engages with one end in one of the bearing eyes 47 and with the other end in the bearing pin 45. The torsion spring 52 is biased so that it pushes the handle 44 in the position shown upwards. In the hinge 1 'on the left in FIG. 17, a tube 53 is fastened in its bearing eyes 48, in which the bearing pin 46 can be rotated. This tube 53 can be injected into the bearing eyes 48 during the manufacture of the bearing plate 49, which is preferably carried out by injection molding. Since the angular position of the tube 53 in the bearing eyes 48 is important for the functional effect of the wedge surface pairings, the tube 53 has a groove 54, with which it can be inserted into the injection mold in a certain angular position and is secured in it and injected.

The tube 53 and the bearing pin 46 of the hinge 1 'have, in a region 55, coordinated wedge surface pairings 11. Their effect is shown in the force / angle of rotation diagram of FIG. 18 via the pivoting angle of the handle 44 of 110 ^* . The actuating force of the spring 52 corresponds to the course of the characteristic curve 56, that of the braking force of the swivel brake of the characteristic curve 57. In the assumed swiveling range of the handle, the actuating force of the spring 52 decreases from the value A to the value B. The wedge surface pairings 11 are advantageously dimensioned and positioned such that they initially allow the handle 44 to perform an uninhibited pivoting movement over a pivoting angle of, for example, 35 '. Then the increasing frictional force of the wedge surface pairings 11 begins in accordance with the characteristic curve 57, which counteracts the force of the spring 52 and only has the difference between the two forces indicated in the characteristic curve 58. This difference decreases rapidly, so that the handle is pivoted increasingly slowly and only returns to its rest position at 0 'with a low final force, without vigorously striking its system.

It can be seen that the frictional or braking force of the pair of wedge surfaces 11 should be dimensioned such that it does not exceed the force of the spring 52 so that spring force is always present which reliably pushes the handle back into the rest position. The braking force of the wedge surface pairings should therefore not increase above the value C below the value B. In the rest position, the braking force of the wedge surface pairings also has the effect of holding the handle in this rest position. The braking force C then exceeds the spring force B Harmless if, for example, the handle is released in the swung-out position and swings back into the rest position with momentum.

It can also be seen that for the work to be performed by the wedge surface pairings 11, which lies under the characteristic curve 57 of this braking force, a portion of 20X to 25X of the work brought about by the spring 52, which is under the characteristic curve 56 of the spring, is generally sufficient to to achieve the desired level of damping.

Fig. 19 shows an application in which two swing brakes are inserted in each of two cooperating hinges. It is an exterior mirror 59 of a motor vehicle, which should be able to evade when subjected to correspondingly high forces in order to avoid injuries.

For this purpose, the housing 61 containing the mirror 60 is mounted in a hinge 62, which in turn can be pivoted via a coupling member 63 into a further hinge 65 which is fixedly arranged on the body 64 of the vehicle. The housing 61 is pulled against bearing surfaces 67 by means of a spring 66 articulated on it and on the body 64.

If the housing 61 is acted upon, for example, by an actuating force acting from the front which exceeds the moment applied by the spring 66, the housing evades this force by pivoting around the hinge 62 to the rear. Correspondingly, the housing 61 and the coupling member 63 deflect forward by an actuating force acting on the housing from behind by pivoting about the hinge 65. After the actuating force ceases to exist, the housing 61 snaps back into its starting position under the action of the spring 66.

In order to prevent this snap back, in which one can get caught in the rapidly and firmly closing gap between the housing 61 and one of the bearing surfaces 67, both hinges 62 and 65 are provided with swivel brakes 12, by means of which this snap back slows down, delays and dampens becomes. In order for the housing to reliably return to the set starting position, the braking force of the brake should not exceed the torque applied by the spring 66 in any area of the swivel angle.

As can be seen from the above descriptions, in addition to the slope and the arc length of the wedge surfaces, the correct angular position of the wedge surface pairings with respect to the swivel range also plays a decisive role for the correct selection of the course of the braking force of a swivel brake according to the invention. In order to be able to adjust this angular position precisely and easily, the devices described below with reference to FIGS. 20 and 21 are provided.

The hinges 1 have a first hinge plate 68 and a second hinge plate 69, which are connected to one another by a hinge pin 70. On the hinge plates 68 and 69, on the one hand, the hinges 1 are fastened to a fixed component and, on the other hand, a pivotable component by means of screws which reach through holes 71. The hinge pins 70 rotate in a first axial area 72 in the hinge plates 68 and 69 and are fastened in a second axial area 73 in the respective other hinge plate 69 and 68, respectively.

The first axial region 72 of the hinge pin 70 and the bearing bore of the hinge shields 68, 69 assigned to it have the wedge surface pairings 11 already described. A nut 74, which can be screwed onto the end region of the hinge pin 70 designed as a thread, or a clamping ring 75, in cooperation with a collar 76, secure the hinge pins in the hinge plates.

In the first embodiment of the invention shown in FIG. 20, the profiles of the second. Axial region 73 of the hinge pin 70 and the bearing bore of the hinge plate 69 is conical. The conical surfaces can be pressed into one another by means of a fastening screw 77, so that the hinge pin 70 and the hinge plate 69 are connected to one another in a rotationally fixed manner. The one in the drawing for the sake of clarity WO 98/59139 _ _? _ PCT / EP98 / 03611

The cone angle, which is markedly exaggerated, can be small, so that a high holding force against twisting can be achieved under high surface pressure.

When pivoting the movable component, the hinge pin 70 is rotated in the hinge plate 68. The wedge surfaces of the wedge surface pairings 11 slide onto one another and increasingly increase the frictional engagement between the parts. As a result, the pivoting movement is increasingly inhibited. The extent of this inhibition may be changed in the hinge plate 69 in a different starting position ^'by rotation of the hinge pin 70 and be adjusted when worn.

For this purpose, the conical seat in the axial region 73 is loosened by loosening the screw 77 and the hinge pin 70 is rotated so far with a tool that engages a key surface 78 on the circumference of the collar 76 that the intended inhibitory effect is present. To secure this new position of the hinge pin 70, the conical seat in the new mutual position is pressed into one another again by tightening the fastening screw 77.

In the embodiment of FIG. 21, the hinge pin 70 is secured in the hinge plate 68 by means of a nut 79 which can be screwed onto a thread at the upper end of the hinge pin 70. To secure the angular position between the hinge plate 68 and the hinge pin 70, profiling in the form of a toothing 80 is used on the second axial area 73 of the hinge pin and in the bore of the hinge pin. This interlocking toothing 80 can be designed as a serration.

To change the rotational position of the hinge pin 70 in the hinge plate 68, after loosening the nut 79, the hinge plate is pulled off the hinge pin, ie the component mounted by means of the hinge 1 is lifted out. Now the hinge pin 70 can be rotated with a tool engaging the key surface 78. When this has been done, the hinge plate 68 is put back on the hinge pin 70, the Sliding teeth 80 in another position. Finally, the hinge plate 68 is fastened again on the hinge pin 70 by means of the nut 79.

Since the toothing 80 must have a joint play, the hinge pin 70 and the bore of the hinge plate 68 are provided at least on one side with conical projections 81, by means of which the parts are tightened against one another when the nut 79 is tightened and are prevented from rattling. On the opposite side, the nut 79 can have a conical shoulder 81.

Claims

/ 59139 19Daimler-Benz Aktiengesellschaft StuttgartHinge for pivoting storage of a componentPatent claims

1. Hinge for the pivotable mounting of a component on which a pivoting of the same actuating force acts and with a pivoting brake which prevents this pivoting in the form of cooperating cylinder wedge surfaces on the hinge pin and on at least one of the hinge plates, characterized in that the course of the braking force the pivoting brake (12) is adapted to the course of the actuating force acting on the component over the pivoting angle in the sense that the braking force opposing the actuating force is at least over a substantial part of the pivoting angle less than the actuating force.

2. Hinge according to claim 1, characterized in that the braking force of the swivel brake (12) on the component (13, 17, 18, 21, 29, 40, 53, 54) acting force in at least one at the beginning (27, 43 ) or / and region lying at the end (28) of the pivoting angle of the component. (Fig. 10, 16)

3. Hinge according to claim 1, characterized in that the swivel brake (12) of the actuating force acting on the component (61) does not oppose any counterforce on at least a portion of the swivel angle. (Fig. 18)

4. Hinge according to claim 1, characterized in that by the swivel brake (12) at least 20% of the work (Positioning force times swivel path) is recorded as braking work (braking force times swivel path) and converted into thermal energy.

5. Hinge according to claim 1, characterized in that the swivel brake (12) has two, successively effective wedge surface pairs (11 ', 11 ";11", 11 ^* ).

6. Hinge according to claim 5, characterized in that both pairs of wedge surfaces (11 ', 11 ") are arranged in a rotary gap of a hinge (1). (Fig. 11, 13)

7. Hinge according to claim 5, characterized in that the two pairs of wedge surfaces (11 ', - 11 ") rise from a joining position in opposite directions and with opposite slope senses. (Fig. 11)

8. Hinge according to claim 5, characterized in that the two pairs of wedge surfaces (11 ", 11 ^* ) successively rise from a joining position with the same sense of incline. (Fig. 13)

9. Hinge according to one or more of the preceding claims, characterized in that the pivoting brake (12) has at least one pair of wedge surfaces, preferably two to six pairs of wedge surfaces (11, 11 ', 11 ", 11 ^" , 11 ^* ).

10. Hinge according to one or more of the preceding claims, characterized in that the hinge pin (68) has means by means of which its angular position is adjustable.

11. Hinge according to claim 10, characterized in that the hinge pin (70) in a second axial area

(73) and the hinge plate (68) holding the hinge pin have conical, interlocking seat surfaces. (Fig. 20)

12. Hinge according to claim 10, characterized in that the hinge pin (70) in a second axial area 59139 21

(73) and the hinge plate (68) holding the hinge pin have seating surfaces with interlocking teeth (80). (Fig. 21)