EP1155211A2 - Frein de porte de vehicule automobile a fonction de maintien - Google Patents

Frein de porte de vehicule automobile a fonction de maintien

Info

Publication number
EP1155211A2
EP1155211A2 EP00915116A EP00915116A EP1155211A2 EP 1155211 A2 EP1155211 A2 EP 1155211A2 EP 00915116 A EP00915116 A EP 00915116A EP 00915116 A EP00915116 A EP 00915116A EP 1155211 A2 EP1155211 A2 EP 1155211A2
Authority
EP
European Patent Office
Prior art keywords
shaft part
motor vehicle
vehicle door
sleeve part
sleeve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP00915116A
Other languages
German (de)
English (en)
Other versions
EP1155211B1 (fr
Inventor
Nils Magnus
Lothar Brückner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ED Scharwachter GmbH and Co KG
Original Assignee
ED Scharwachter GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ED Scharwachter GmbH and Co KG filed Critical ED Scharwachter GmbH and Co KG
Publication of EP1155211A2 publication Critical patent/EP1155211A2/fr
Application granted granted Critical
Publication of EP1155211B1 publication Critical patent/EP1155211B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D11/00—Additional features or accessories of hinges
    • E05D11/08—Friction devices between relatively-movable hinge parts
    • E05D11/082—Friction devices between relatively-movable hinge parts with substantially radial friction, e.g. cylindrical friction surfaces
    • E05D11/084—Friction devices between relatively-movable hinge parts with substantially radial friction, e.g. cylindrical friction surfaces the friction depending on direction of rotation or opening angle of the hinge
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D5/00—Construction of single parts, e.g. the parts for attachment
    • E05D5/10—Pins, sockets or sleeves; Removable pins
    • E05D5/14—Construction of sockets or sleeves
    • E05D5/16—Construction of sockets or sleeves to be secured without special attachment parts on the socket or sleeve
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/53—Type of wing
    • E05Y2900/531—Doors

Definitions

  • the invention relates to a motor vehicle door brake according to the preamble of claim 1 with a holding function, comprising a closed sleeve part made of metallic material that can be connected to one of the door arrangement parts door and door spar, and a shaft part engaging in the sleeve part made of a solid material of metallic material that with the other Door arrangement part is connectable, wherein the shaft part in connection with a complementary design of the cross-sectional shape of the bore of the sleeve part has at least over part of its length corresponding to the sleeve height a rounding course of its cross-section that deviates from the pure circular shape.
  • DE-A-44 06 824 describes a motor vehicle door hinge with an integrated brake, in which the hinge pin is used as the inner part and a hinge eye bore in the trade of one of the two hinge halves as the outer part of the brake.
  • the hinge pin is secured against rotation in the other of the two hinge halves, so that the inner part and outer part of the brake can be fixed to corresponding door arrangement parts via the hinge halves.
  • the inner part is equipped with at least one radially rising wedge surface, this is also assigned a radially rising wedge surface on the inner part, the two wedge surfaces having to have the same slope in order to form wedge surface pairs which lie essentially flat against one another over their entire area of coverage.
  • the braking effect is brought about by the mutual friction and thus the elastic deformation in the area of the wedge surfaces.
  • Another disadvantage is that the measurement of the inner part and outer part is complex, so that the formation of pairings that meet predetermined tolerances is hardly possible.
  • DE-A-196 00 063 describes a motor vehicle door brake which is structurally combined with a door hinge and in which the inner part of the brake is fixed in a rotationally secure manner on one door arrangement part by means of one hinge half and the outer part is fixed on the other door arrangement part by means of the other hinge half, and furthermore the inner part of the brake is formed by a length section of the hinge pin and the outer part of the brake either directly by the hinge eye of the other hinge half or by a sleeve-shaped extension connected to the hinge eye.
  • the hinge pin in conjunction with a complementary design of the hinge eye bore of at least one hinge eye of the hinge half whose hinge eyes he passes through with bearing play, has a rounding curve deviating from the pure circular shape over at least part of his or her length ranges assigned to one or each of these hinge eyes its cross-section in such a way that the amount of the greatest deviation of the rounding course from the
  • the circular shape of both the hinge eye bore and the hinge pin cross-section is of the order of magnitude of a desired rounding error and is therefore approximately in the range from less than a tenth to less than a hundredth of the general hinge pin diameter.
  • a pairing of really complementary parts is hardly possible, and a change in the phase of the curve of the braking force via the opening angle of the door can hardly be influenced.
  • a constant braking and holding effect over a predeterminable door opening area cannot be achieved with this type of motor vehicle door brake.
  • the known motor vehicle door brake also has no symmetrical or deliberately convex cross-sectional shape.
  • DE-U-76 16 362 shows a furniture hinge in which braking of the furniture parts struck on the two hinge halves is achieved in that the hinge pin has an oval cross-sectional shape in that length range in which it passes through the hinge eye of the associated other hinge part is held clampingly in the hinge eye bore, which is also of oval design, in that a slot in the hinge eye is widened by the rotary movement of the hinge pin and a pretension is thereby generated, with which the hinge pin is gripped.
  • a disadvantage of this configuration is, in particular, the contamination-intensive slitting of the hinge eye, which must also accommodate the entire elastic change in shape of the shaft / sleeve system. Accordingly, only relatively small braking forces can be generated according to this concept, which may be sufficient for a furniture hinge, but are not suitable for absorbing the weight of a motor vehicle door and the moments that act on it.
  • US-A-3,000,049 describes a plastic hinge which has a hinge pin stub which is formed in one piece with one trade and has radially projecting webs which are assigned corresponding groove recesses in the hinge eye of the other hinge part.
  • a plastic hinge is not suitable per se, the loads and moments that arise act a motor vehicle door to record, in particular the braking forces with small oversizes due to an elastic change in shape of one and / or the other part so low that they do not lead to a significant braking, especially not to a corresponding continuous braking of the hinge.
  • EP-A-0 255 879 describes a motor vehicle door hinge in which a hinge pin, which is held in one hinge half in a rotationally fixed manner, is mounted with a running seat in the hinge eye bore of the other hinge half and is designed with radially arranged projections in this area, which has a profile contour jointly define a braking characteristic for the hinge eye bore.
  • a disadvantage of the known motor vehicle door hinge is, on the one hand, the complex manufacture of the hinge pin and the hinge eye bore associated with its profile, which generally requires a separate sleeve.
  • the projecting webs of the hinge pin are particularly at risk of stress at peak loads for a plastic shape change, which is why the counter contour of the hinge eye requires a very complex and difficult to manufacture counter shape.
  • a significant further disadvantage of the known motor vehicle door hinge is that the contour of the hinge pin can hardly be described mathematically, with the result that when selecting the material, a substantial overdimensioning of the strength compared to a contour which can be represented as a model by the finite element method is to be selected is.
  • the known motor vehicle door hinge then does not have an axially freely assembled shaft / sleeve combination, with the result that considerable effort is required to assemble and disassemble such a hinge.
  • the motor vehicle door brake according to the invention is convex over the entire outer circumference of the shaft part and over the entire inner circumference of the sleeve part, i.e. that a tangent to the contour does not intersect the contour at another point. It is therefore a really convex contour that is free of concave indentations or also avoids flattening, as occurs, for example, with oval or cut cylinders.
  • the genuinely convex design of a shaft part made of solid material allows a particularly favorable stress distribution and in the event of elastic deformation, notch stresses on edges as a result of the notch effect are avoided.
  • this recess-free, closed contour allows simple measurement with probing or optical measuring instruments and, in terms of manufacturing technology, external grinding and hardening.
  • the contour allows, in particular, a mathematical calculation of the elastic changes in shape of two correspondingly shaped parts of the motor vehicle door brake, so that, with knowledge of the modulus of elasticity and the yield limits, materials can also be used for local maximum loads, so that a material pairing can be carried out in a reliable and reproducible manner and appropriate dimensioning of the components are selected with which continuous operation is possible at the cheapest cost.
  • the motor vehicle door brake according to the invention effects braking by mutual relative rotation of the shaft part and the sleeve part, the maximum extent of the cross-sectional shape of the shaft part in the area of the brake exceeding the minimum extent of the cross-sectional shape of the sleeve part, so that an excess or a theoretical overlap dimension exists in certain angular positions . Due to the mathematically controllable convex contour of the parts, this overlap can advantageously be calculated for each angular position, whereby the modeling of a section of the two parts can be sufficient due to the symmetrical design.
  • the motor vehicle door brake according to the invention can either be structurally combined with a door hinge or can be used independently of the door hinges, the braking force curve over the door opening angle being extremely precisely adjustable due to the reproducible setting of the mutual position of complementary shaft part and sleeve part.
  • the invention makes it possible, with little technical effort, to create a motor vehicle door brake which operates permanently without noise and can be designed to be small in size with a high level of durability.
  • At least one and preferably both parts of the shaft part and sleeve part have an elliptical cross section, the distance the focal axes of the ellipses can be provided close to one another, which gives a very close approximation to the circular cylinder shape.
  • the elliptical cross-sectional shape is convex over its entire circumference, as a result of which stress peaks at the contact points of the shaft part and sleeve part and in particular the occurrence of notch stresses are reduced as far as possible.
  • the cross-sectional dimensions of the shaft part and the sleeve part are selected such that, with aligned large elliptical axes, an axial mutual displacement without braking effect and thus without elastic change in shape of one of the two parts is possible.
  • This axial play can be increased or decreased by different temperatures and the thermal expansion induced thereby, while in use the temperature of the two parts will generally be the same.
  • the large ellipse axis of the shaft part is larger than the small ellipse axis of the sleeve part
  • the large ellipse axis of the sleeve part is larger than the large ellipse axis of the shaft part
  • the small ellipse axis of the shaft part is larger than that small axis of the sleeve part.
  • the amount of braking force can be adjusted by selecting the play between the shaft part and the sleeve part.
  • the difference (play) between the large ellipse axes there can also be a different difference (play) between the small ellipse axes by means of which the braking force can be adjusted.
  • the overlap dimension U d which is the difference between the large ellipse axis a s of the shaft part and the small ellipse axis b k des Defined sleeve part, smaller than a multiple of the average inner diameter of both ellipses, which is a quarter of the added large and small ellipse axes of the shaft part (a s or a ⁇ ⁇ ) and sleeve part (b s or bk).
  • the average inside diameter d can be calculated according to the following formula:
  • the average outside diameter is expediently less than 30 mm, preferably less than 25 mm and particularly advantageously between 16 and 22 mm, a value of between 18 and 20 mm having proven particularly advantageous.
  • the outer cross section of the sleeve part can deviate from the purely circular shape as a cross-sectional shape and, in particular in the area of the stress-intensive small ellipse axis of the sleeve part, can be formed with an increased thickness. This results in a better voltage distribution, which significantly extends the life of the motor vehicle door brake.
  • the sleeve part and the shaft part are formed with an elliptical cross-section, they expediently differ only slightly from the pure circular shape, so that preferably the distance between the focal points of the sleeve part and the shaft part from the axis of rotation is less than 5%, preferably less than 1% of the respective major ellipse axis. This shape is particularly favorable both for the production of the sleeve and of the shaft part, since only a part of the bore or the shaft has to be reworked compared to the production of a cylindrical part.
  • an increasing braking or inhibiting force can be achieved over at least one predetermined opening angle and an at least substantially constant braking or inhibiting force can be achieved over a further likewise predeterminable door opening angle range.
  • a braking or holding force that remains constant over a predeterminable angle of rotation range also ensures a braking or holding force that remains constant over this angle of rotation range.
  • a very high fatigue strength can also be achieved within the framework of such a design of a motor vehicle door brake.
  • different possibilities are available for achieving a deformation resistance that remains constant over a predeterminable angle of rotation range.
  • a first, simple embodiment of the invention provides that this Wave part regarding of a region of the cross-sectional shape of its body which does not deviate from the circular shape has a play with respect to the cross-sectional shape of the sleeve part, and that the shaft part is provided with at least one shape which is radially oriented with respect to its general circumferential profile and forms a projection.
  • the amount of the projection of the at least one radially directed shape of the shaft part is greater than the maximum play between the course of the outer circumference of the area of the cross-sectional shape of the shaft part that does not deviate from the circular shape and the course of the inner circumference of the area of the cross-sectional shape that does not deviate from the circular shape of the sleeve part.
  • a region upstream of the rotation angle range characterized by a constant deformation resistance, at least in the door opening direction, with an increase from zero to the constant deformation resistance and dependent on the direction of rotation
  • Reversal of the direction of rotation correspondingly falling deformation resistance can be achieved with simultaneous determination of a pivoting state of the brake assigned to the door closing position in that the at least one radially directed projection of the shaft part is the closed position of the
  • Recess is assigned in the inner circumference of the sleeve part, wherein constructive means are expediently taken in order to achieve or ensure, in particular, a continuously increasing resistance to deformation.
  • the area of rotation, between the shaft part and the sleeve part, which has a constant deformation resistance, viewed in the door opening direction, has a region with a continuously increasing deformation resistance due to the dome-shaped one assigned to the at least one radial projection of the shaft part Recess is formed in the inner circumference of the sleeve part.
  • the rotation angle range which is characterized by a constant deformation resistance, is further followed, at least in the door opening direction, by a rotation angle range which acts as a limitation of the total opening angle of the door with a strongly increasing deformation resistance, which is preferably accomplished by the fact that the rotation angle range, which has a constant deformation resistance, is seen in the door opening direction
  • Area with a continuously increasing resistance to deformation is formed by a flattening in the inner diameter of the sleeve part which reduces the play between the white part and the sleeve part.
  • a symmetrical design of the shaft part and sleeve part is expediently provided, which is characterized in that the shaft part is provided with two mutually opposing formations, the general circumferential course of which forms a radially directed projection, each of which is one of two likewise opposite one another in the inner circumference of the Shaped sleeve part is assigned to concave recesses marking the closed position of the motor vehicle door and that on the inner circumference of the sleeve part two flats which reduce the play between the shaft part and the sleeve part are also arranged opposite one another.
  • the radially directed projections on the shaft part have a circular segment shape in cross section, the radius of the circular segment shape corresponding to a fraction of the diameter of the body of the shaft part in its area not deviating from the circular shape, whereby the radius of the circular segment shape of the radially directed projections on the shaft part lies in the range between 10 and 50% of the diameter of the region of the body of the shaft part which does not deviate from the circular shape.
  • the concave recesses complementary to the radially directed projections on the shaft part have a circular segment shape in the inner circumference of the sleeve part, the radius of the circular segment shape in the range between 10 and 50% of the diameter of the area of the sleeve part which does not deviate from the circular shape lies.
  • the play between the area of the body of the shaft part that does not deviate from the circular shape and the area of the sleeve part that does not deviate from the circular shape is in a range between 5 and 0.15% of the diameter of the body of the shaft part , in which case it can further be provided that at the same time the height of the elevation of the radially directed projections of the shaft part lies in a range between 5 and 25% of the diameter of the body of the shaft part.
  • the transitions of the radially directed projections on the shaft part into the general circumference of the shaft part can be designed with a radius of up to 300 mm.
  • At least one and preferably both of the shaft part and the sleeve part is formed with a tricycloidal cross section, the corners of the tricycloids of the shaft part and sleeve part preferably having the same or almost the same curvature, and the distance of the corner of the tricycloid from their center at Shaft part is slightly less than the sleeve part. It is possible here to choose a bulge in the sleeve part somewhat larger than that in the shaft part, which leads to a degressive increase in the braking effect, or alternatively to select a bulge somewhat steeper, which allows a progressive increase in the braking force.
  • a phase of a braking course is approximately one third of the circumference of a circle and thus 120 °. Over this braking course, an increasing and approximately decreasing braking force is achieved over the opening angle, so that when using a conventional opening angle of approx. 75 ° with a motor vehicle door, the majority of the pivoting movement can be formed with a progressive, stepless increase in the braking force .
  • a phase shift of the braking force curve can be set via the opening angle in such a way that the A braking force corresponding to a zero position is either reached during aligned opening and a stop position is marked, or is not reached during opening, as would be the case with an angle of rotation of a few degrees (positive).
  • the motor vehicle door brake according to the invention can be detached from a motor vehicle hinge with the corresponding door arrangement parts, which enables a spatially separate arrangement.
  • the motor vehicle door brake according to the invention will be physically connected to a door hinge of the motor vehicle, both a single-joint hinge and a multi-joint hinge basically being considered for this purpose.
  • the hinge pin is then the shaft part and a hinge eye is the sleeve part. In this case, preferably not only a section of the hinge pin is designed according to the invention, but rather the entire area passing through the hinge eye.
  • the shaft part and / or the sleeve part are coated with a hard material layer selected from the group comprising carbides, nitrides, carbonitrides and borides.
  • FIG. 1 shows a force / angle of rotation diagram representation of the desired and achieved braking and inhibiting force curve of a motor vehicle door brake according to the invention.
  • Fig. 2 shows a schematic section through a first embodiment of a motor vehicle door brake according to the invention.
  • Fig. 3 shows a detail of Fig. 2 on an enlarged scale.
  • FIG. 4 shows a second exemplary embodiment of a motor vehicle door brake according to the invention on a scale of approximately 5: 1.
  • FIG. 5 shows a schematic exaggerated representation of the motor vehicle door brake from FIG. 4 in an aligned position.
  • FIG. 6 shows the motor vehicle door brake from FIG. 5 at an angle of rotation of 90 °.
  • FIG. 7 shows a schematic section through a third exemplary embodiment of a motor vehicle door brake according to the invention.
  • FIG. 2 denotes the shaft part and 2 the sleeve part of a door brake consisting of only two parts.
  • the shaft part 1 and the sleeve part 2 are each designed symmetrically and, first, the shaft part 1 has two mutually oppositely arranged formations forming a radially directed projection 3 outside two circumferential regions 1a and 1b which are formed opposite one another and do not deviate from the circular shape.
  • the sleeve part 2 outside of its circumferential regions 2a to 2d that do not deviate from the circular shape, is equipped with two concave recesses 4 arranged opposite one another in its inner circumference. Furthermore, the sleeve part 2 is equipped with two flats 5 of its inner circumference which are arranged opposite one another and the concave recesses 4 are arranged offset by 90 ° in each case, and which flatten the circumferential regions 1 a and 1 b of the shaft part 1 and 2a to 2d that do not deviate from the circular shape the game 6 provided at least partially bridge the sleeve part.
  • the radially directed projections 3 on the shaft part 1 have a circular segment shape in cross section, the radius RS1 of the circular segment shape being in the range between 10 and 50% of the diameter of the area of the body of the shaft part 1 which does not deviate from the circular shape, and the mutual distance AS1 of the two radially directed projections 3 in the range between 5 and 100% of twice the diameter of the diameter of the region 1 a - 1 b of the body not deviating from the circular shape Shaft part 1 is.
  • the radius RH 1 of the concave recesses 4, which are complementary to the segment-shaped, radially directed projections 3 on the shaft part 1, in the inner circumference of the sleeve part 2 is in the range between 10 and 50% of the diameter of the region 2a to 2d of the sleeve part 2 that does not deviate from the circular shape.
  • the play 6 between the area of the body of the shaft part 1 which does not deviate from the circular shape and the area of the sleeve part 2 which likewise does not deviate from the circular shape lies in a range between 5 and 0.15% of the diameter of the body of the shaft part 1.
  • the inside width of the sleeve part 2 in the region of the opposing flats 5 of its inner circumference lies in a region between the full diameter of the body of the shaft part 1 and the full diameter of the inside width of the sleeve part 2 in the region of its regions 2a to 2d which do not deviate from the circular shape.
  • transitions of the radially directed projections on the shaft part into the general circumference of the shaft part can be designed with a radius RS2 of 0 to 300 mm.
  • the range of the radii of the circle segments is chosen so that the existing geometry changes into an oval construction.
  • the actual diameter of the non-circular area of the body of the shaft part 1 is 9.8 mm and the diameter of the non-circular peripheral areas 2a to 2d of the sleeve part is 10mm, while the diameter of the sleeve part 2 is in the area of its two Flattenings 5 is reduced to an amount of 9.9 mm.
  • the distance between the centers of the circles of the segment shapes forming the radially directed projections 3 of the shaft part 1 is 4.2 mm.
  • the shaft part 1 has an elliptical outer contour
  • the sleeve part 2 receiving the shaft part has an likewise elliptical inner contour.
  • the large ellipse axis of the shaft part 1 is 10.19 mm
  • the large ellipse axis of the sleeve part 2 is 10.26 mm.
  • the two large ellipse axes coincide with the axis 20 indicated vertically in FIG. 4.
  • the small ellipse axis of the shaft part 1 has a length of 10.03 mm
  • the small ellipse axis of the sleeve part 2 has a length of 10.1 mm.
  • the two small ellipse axes coincide with the axis 21 shown horizontally in FIG. 4. If one adds up the four mentioned axis lengths and divides them by four, one obtains an average inner diameter of the motor vehicle door brake of 10.145 mm.
  • the correspondingly determined average outer diameter of the shaft part 2 is
  • the two parts in the present case are made of a metallic material such as steel, the two parts have an elastic deformability due to their modulus of elasticity, which enables mutual rotation when appropriate forces or moments are applied, the deforming energy being applied as braking energy when the door is pivoted is.
  • the theoretical considerations for this are explained in more detail below with reference to a strongly exaggerated model in FIGS. 5 and 6.
  • a s denotes the large hinge axis of the shaft part 1, a k the large hinge axis of the sleeve part 2, b s the small one
  • the hinge axis of the shaft part 1 and b k the small hinge axis of the sleeve part 2.
  • dash-dotted lines are also shown in dash-dotted lines, which results from the following formula:
  • the cross-sectional area of the shaft part 1 must not exceed the cross-sectional area of the imaginary circle with diameter d, and that the cross-sectional area of the ellipse of the sleeve part 2 must exceed the area of the circle with diameter d, so that there is no full-surface friction of the two Parts occur when mutually twisted. Nevertheless, the two parts, as can be determined in the calculation on the basis of the dimensions indicated in FIG. 4, are relatively closely approximated to one another.
  • a functioning brake also requires consideration of the material of the sleeve which surrounds its bore, since the elastic deformation behavior changes as a function of the material thickness.
  • the sleeve is also circular-cylindrical and has an average outer diameter d a , the material of the sleeve filling the ring, which is delimited by di and d a .
  • the outer contour of the sleeve 2 is approximated to an octocycloid, that is to say to an octagon with rounded corners, the areas between the rounded corners also being able to be completely flattened for production reasons, but not necessarily.
  • the thicker-walled areas of the outer circumference of the sleeve part 2 are aligned with the axes which define the small and the large ellipse axes a k and b k of the sleeve part, since here the ring thickness is to be increased or the tension maximum when the shaft part is rotated by 90 °, as in FIG 6 shown.
  • a motor vehicle door brake can be integrated particularly advantageously into a motor vehicle door hinge, the shaft part 1 being formed by the section of a hinge pin and the sleeve part 2 by the hinge eye of the hinge half in which the hinge pin is held with a sliding seat. The remaining section of the hinge pin 1 would then be held firmly in a hinge eye of the other hinge half, wherein the entire hinge pin can be designed as an ellipse and for
  • Holding the hinge pin in the other hinge half of this hinge is either formed circumferentially with a knurl or other means for non-rotatably holding the hinge pin or the hinge eye is such a tight press fit that it turns the hinge pin in the other even when the loads on the motor vehicle brake occur
  • Hinge eye is excluded.
  • the parts 1, 2 are made of metal and preferably of steel and are only subjected to elastic loads, the braking forces are permanently reproducibly ensured, so that use in vehicle technology is expedient.
  • connection of shaft part 1 and sleeve part 2 takes place in use via a form-fitting, removable connection.
  • the motor vehicle door brake shown in FIG. 7 differs from the previous exemplary embodiment in that the shaft part and the sleeve part have a tricycloidal cross section.
  • the braking effect resulting from the relative rotation has a phase of only 120 °, and the adjustable braking forces may be greater.
  • the same calculations apply for the braking forces as for the elliptical cross-sections, with the mean inner or External diameter is to be determined using formulas which are appropriately adapted to the contour of the tricycloids.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hinge Accessories (AREA)
  • Braking Arrangements (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

L'invention concerne un frein de porte de véhicule automobile à fonction de maintien, qui comprend une partie douille (2) fermée, constituée d'une matière métallique, qui peut être assemblée avec une partie de l'ensemble porte, à savoir la porte et le montant de porte, ainsi qu'une partie axe (1) qui s'engage dans la partie douille (2), qui est constituée d'une matière métallique pleine et qui peut être assemblée avec l'autre partie de l'ensemble porte. La partie axe (1) présente, lorsqu'elle est assemblée avec une partie complémentaire de la section de l'alésage de la partie douille (2), au moins sur une partie de sa longueur correspondant à la hauteur de la douille, une section dont l'arrondi diffère d'une véritable forme circulaire. L'objectif de l'invention est de créer un frein de porte automobile qui, tout en étant d'une fabrication simple, présente une force de freinage définie sur un angle d'ouverture de porte prédéterminé, et également une répartition des contraintes la plus favorable possible dans ses composants, pendant le freinage, cela grâce à des variations de formes élastiques. Cet objectif est atteint par le fait que la forme de la section de la partie axe (1) et de la partie douille (2) est convexe sur toute sa périphérie, que l'étendue maximale de la forme de la section de la partie axe (1) dépasse l'étendue minimale de la forme de la section de la partie douille (2), et que l'effet de freinage est provoqué par une variation de forme élastique de la partie axe (1) et de la partie douille (2).
EP00915116A 1999-02-22 2000-02-22 Frein de porte de vehicule automobile a fonction de maintien Expired - Lifetime EP1155211B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19907455A DE19907455A1 (de) 1999-02-22 1999-02-22 Kraftwagentürbremse mit Haltefunktion
DE19907455 1999-02-22
PCT/DE2000/000512 WO2000050717A2 (fr) 1999-02-22 2000-02-22 Frein de porte de vehicule automobile a fonction de maintien

Publications (2)

Publication Number Publication Date
EP1155211A2 true EP1155211A2 (fr) 2001-11-21
EP1155211B1 EP1155211B1 (fr) 2002-10-02

Family

ID=7898369

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00915116A Expired - Lifetime EP1155211B1 (fr) 1999-02-22 2000-02-22 Frein de porte de vehicule automobile a fonction de maintien

Country Status (4)

Country Link
EP (1) EP1155211B1 (fr)
AU (1) AU3655100A (fr)
DE (5) DE19907455A1 (fr)
WO (1) WO2000050717A2 (fr)

Families Citing this family (6)

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Publication number Priority date Publication date Assignee Title
DE10222898A1 (de) * 2001-06-11 2002-12-19 Klingelhoefer Jost Mit einer integrierten Brems- und Halteeinrichtng ausgestattetes Türscharnier
DE102008061854B4 (de) 2008-12-15 2012-02-02 Edscha Engineering Gmbh Scharnier
DE102009033469B9 (de) * 2009-07-10 2011-07-14 Brose Fahrzeugteile GmbH & Co. Kommanditgesellschaft, Coburg, 96450 Feststellvorrichtung zur lösbaren Arretierung eines Verstellteiles
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DE10080437D2 (de) 2002-01-24
DE20022548U1 (de) 2001-11-15
EP1155211B1 (fr) 2002-10-02
DE20022547U1 (de) 2001-11-15
AU3655100A (en) 2000-09-14
WO2000050717A2 (fr) 2000-08-31
DE50000602D1 (de) 2002-11-07
WO2000050717A3 (fr) 2000-12-28
DE19907455A1 (de) 2000-08-31

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