EP1735179A2 - Unite d'entrainement d'un element de reglage d'un siege de vehicule - Google Patents

Unite d'entrainement d'un element de reglage d'un siege de vehicule

Info

Publication number
EP1735179A2
EP1735179A2 EP05738826A EP05738826A EP1735179A2 EP 1735179 A2 EP1735179 A2 EP 1735179A2 EP 05738826 A EP05738826 A EP 05738826A EP 05738826 A EP05738826 A EP 05738826A EP 1735179 A2 EP1735179 A2 EP 1735179A2
Authority
EP
European Patent Office
Prior art keywords
gear
drive unit
motor
ring
unit according
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.)
Withdrawn
Application number
EP05738826A
Other languages
German (de)
English (en)
Inventor
Rolf Schüler
Michael Berres
Bernd Bossmanns
Karsten Kalmus
Christoph Schuhn
Heinz Voss
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.)
Johnson Controls Components GmbH and Co KG
Original Assignee
Keiper GmbH and Co
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 Keiper GmbH and Co filed Critical Keiper GmbH and Co
Publication of EP1735179A2 publication Critical patent/EP1735179A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/22—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable
    • B60N2/225—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable by cycloidal or planetary mechanisms
    • B60N2/2254—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable by cycloidal or planetary mechanisms provided with braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/0224—Non-manual adjustments, e.g. with electrical operation
    • B60N2/02246—Electric motors therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/20—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being tiltable, e.g. to permit easy access
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/22—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/22—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable
    • B60N2/225—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable by cycloidal or planetary mechanisms
    • B60N2/2251—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable by cycloidal or planetary mechanisms with gears having orbital motion, e.g. sun and planet gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/22—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable
    • B60N2/225—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable by cycloidal or planetary mechanisms
    • B60N2/2254—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable by cycloidal or planetary mechanisms provided with braking systems
    • B60N2/2255—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable by cycloidal or planetary mechanisms provided with braking systems with coiled springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/22—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable
    • B60N2/235—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable by gear-pawl type mechanisms
    • B60N2/2352—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable by gear-pawl type mechanisms with external pawls
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears

Definitions

  • the invention relates to a drive unit of an adjuster of a vehicle seat with the features of the preamble of claim 1.
  • Such drive units are used for motor-adjustable vehicle seats in order to achieve an optimum seating position for the occupant by adjusting individual components relative to one another.
  • Both brush-commutated and electronically commutated motors are known.
  • the speed can be reduced by means of the gear stage and at the same time the output torque can be increased.
  • the invention is based on the object of improving a drive unit of the type mentioned at the beginning. This object is achieved by a drive unit with the features of claim 1.
  • Advantageous embodiments are the subject of sub-claims.
  • the gear stage as a differential gear, which uses two different speeds and / or directions of rotation to generate a movement of an output around an axis, particularly small relative movements can be generated which enable a low speed at the output.
  • the two different speeds and / or directions of rotation can be directed from the motor into the gear stage or generated by the gear stage itself and can be tapped off as an output by specifying a component at such a speed on the other component.
  • the gear stage is preferably connected to an electronically commutated motor, but can also be connected to a brush-commutated motor.
  • the different speed and / or direction of rotation of the rotors is preferably achieved in a structurally simple manner in that the rotors have a different number of poles from one another, which in turn is preferably different from the number of stator poles, so that the speed of the rotors also deviates from the speed of the magnetic field of the stator.
  • a ratio of the stator poles to the poles of the rotor which is different from 2: 3 and 3: 2, enables differences in speed and / or direction of rotation, with which - for example by means of two rotors - produces a small relative movement can be, which leads to a speed reduction with a simultaneous increase in the torque on the output side.
  • the stator is preferably electronically commutated, while the rotors preferably carry permanent magnets as poles.
  • every second stator pole carries a coil in order to close the magnetic flux via the adjacent stator pole.
  • the stator and rotors can be arranged in radial order or in axial order (disk rotor) with respect to the central axis. To generate the different speeds, the poles of the stator and the rotors can differ, for example, by two.
  • the motor drives an idler gear with a motor pinion, which can be locked in a positive or frictional manner.
  • a plurality of motors are preferably combined to form a multimotor, which, depending on the situation, can meet different performance requirements and is space-saving and ergonomically favorable.
  • the motors are arranged in a structurally simple manner in parallel motor shafts of a common motor support, a common idler gear forming the output of the multimotor.
  • extremely high services can also be called up at short notice.
  • the motors of the multimotor are normally connected in series, they can be connected in parallel in a special situation in order to deliver a higher output due to the higher voltage.
  • a situation is, for example, a crash or an impending crash of a vehicle.
  • the motor can preferably be selected from several motor variants, in the radial version, for example, an inner rotor, an outer rotor or a double rotor motor.
  • an inner rotor for example, an inner rotor, an outer rotor or a double rotor motor.
  • gear stage types selectable gear stage whereby several gear stages can also be connected in series, a modular system is available that creates a large number of drive units with just a few modules in order to cover the various requirements.
  • the gear stage can be realized in a friction wheel version with hollow and / or solid rollers or a gearwheel version, the first-mentioned embodiment being easier to manufacture, with hollow rollers also reducing weight, and at the same time serving as a bearing for a rotor of the motor.
  • the efficiency of the gear stage is also important for the overall efficiency of the drive unit, which is why coaxial, fully symmetrical gear designs with the smallest possible number of individual bearings, in particular in the form of a friction wheel without any additional bearings but rather with their own bearing function, are preferred ,
  • the gear stage can be designed as a single-stage planetary differential gear with a sun gear, a set of planet rollers or gears and a ring gear, the sun gear and the ring gear being connected in a rotationally fixed manner to a rotor of the motor, while a web carrying the planet rollers or gears as Downforce serves.
  • the gear stage can also be designed as a multi-stage (ie at least two-stage) planetary differential gear with one or more sun gears, one or more sets of inner planet rollers, one or more sets of outer planet rollers and one or more outer rings, which are arranged concentrically to the central axis, wherein the sun gears or the outer rings are arranged axially adjacent to one another with respect to the axis.
  • Different outer diameters of the two sun gears or different inner diameters of the two outer rings lead to small differences in the number of three digits.
  • the gear stage can also be designed as a single-stage planetary differential gear with one or more sun gears, a set of preferably non-stepped planet rollers and one or more ring gears, which are arranged concentrically to the central axis, the sun gears or ring gears being arranged axially adjacent to one another with respect to the axis.
  • Different elasticities and different outer diameters of the two sun gears or different inner diameters of the two ring gears lead to small speed differences.
  • Said speed differences can be tapped, for example, by connecting one of the two said adjacent gear elements with different diameters to the housing and one to the output.
  • the housing-fixed is connected to the stator, while the sun gear serving as the drive is connected in a rotationally fixed manner to a rotor of the motor.
  • the ring gear or the outer ring preferably have an elastic metal ring and an elastomer bed receiving the metal ring.
  • An axially securing holder that receives the elastomer bed with the metal ring is preferably connected to a bell of the output shaft designed as a hollow shaft.
  • an electromagnet is preferably provided for switching, which is defined by a switching coil and which interacts with two repelling permanent holding magnets which are geometrically coupled to two adjacent, similar gear elements in order to ascertain them in a frictional or positive manner.
  • the gear stage can preferably be selected from several gear stage types.
  • a modular system is available that creates a large number of drive units with just a few modules to cover the various requirements.
  • the drive unit drives an adjuster in the vehicle seat.
  • the drive unit is preferably integrated in a load-bearing gear, the load-bearing gear preferably mounting a rotor directly or indirectly.
  • the adjuster designed in this way has the advantage that separate transmission elements between the drive unit and the load-bearing gear, for example worm gears or the like which have poor efficiency, and separate bearing elements for the rotor are unnecessary. If, in addition, there is continuous play-free storage of the rotor via the gear stage to the load-bearing gear, the running noise is greatly reduced.
  • each adjuster With two drive units for two coupled, single adjusters, no transmission element and no additional step for the spatial installation of the same must be provided.
  • the load-bearing gearbox of each adjuster only has to absorb half of the total torque as a blocking torque, which, in addition to the omission of the transmission element, significantly reduces the design effort for this requirement for each load-bearing gearbox.
  • 2B shows a second engine variant
  • 2C shows a third engine variant
  • 3A shows a first type of gear stage in the form of a friction wheel
  • FIG. 4 shows a schematic partial view of a second gear stage type with a view in the direction of arrow IV from FIG. 5,
  • FIG. 5 is an enlarged view of FIG. 5,
  • FIG. 10 is a side view of FIG. 9,
  • 13A is a locking device for the motor for locking the torques introduced on the output side in the locking state
  • FIG. 13B shows the locking device of FIG. 13A with the motor starting.
  • a drive unit 10 has a motor 12 and a gear stage 14 provided on the output side by the motor 12.
  • the motor 12 is an electronically commutated motor with a stator 16, the stator poles 18 of which are arranged in a star shape around an axis A.
  • the axis A which runs perpendicular to the plane of the drawing in FIGS. 2A to 2C, defines the following directions in cylindrical coordinates.
  • a coil 20 is wound on every second of the total of twelve stator poles 18, the coils 20 being energized periodically and at different times from one another by electronics, which are not shown in detail and are integrated into the motor 12, in order to generate a spatial magnetic field.
  • the motor 12 is designed as an inner rotor motor with an inner rotor 22 arranged radially inside the stator 16 (first motor variant), as an outer rotor motor with an outer rotor 24 arranged radially outside the stator 16 (second motor variant) or as a double rotor motor, in short duo motor, provided with an inner rotor 22 and an outer rotor 24 (third motor variant).
  • first motor variant an inner rotor motor with an inner rotor 22 arranged radially inside the stator 16
  • second motor variant an outer rotor motor with an outer rotor 24 arranged radially outside the stator 16
  • third motor variant third motor variant.
  • the inner rotor 22 or outer rotor 24 rotate about the axis A and carry permanent magnets 26 along the circumferential surface facing the stator 16, which are alternately poled in the circumferential direction.
  • All permanent magnets 26 used in the present application preferably have a high permeability, for example in that they contain metals from the rare earth group.
  • An inner return ring 28, which is assigned to the inner rotor 22 in the first and third motor variants and the stator 16 in the second motor variant, and an outer return ring 30 which is assigned to the stator 16 in the first motor variant and the outer rotor 24 in the second and third motor variants close the magnetic flux.
  • the two yoke rings 28 and 30 can optionally also serve as carriers for the permanent magnets 26.
  • the outer rotor 24 delivers a greater torque due to the magnetic forces acting on a larger radius (compared to the inner rotor 22).
  • All three motor variants are preferably of hollow shaft construction, ie the area around axis A is left blank.
  • the number of permanent magnets 26 is selected such that its ratio to the number of stator poles 18 is not equal to 2: 3 or 3: 2, as a result of which the rotation of inner rotor 22 or outer rotor 24 deviates from the rotation of the magnetic field in stator 16.
  • the inner rotor 22 has ten permanent magnets 26 and the outer motor 24 has fourteen Pennanent magnets 26.
  • the inner rotor 22 and the outer rotor 24 are rotating at different speeds (5: 7) and also in opposite directions of rotation, which is indicated in the drawing by arrows.
  • an axial construction can also be realized, i.e. the rotors (disc rotors) and the stator are arranged axially one behind the other.
  • the gear stage 14 serves to reduce the speed of the motor 12 while simultaneously translating the torque output by the motor 12.
  • the gear stage 14 is designed as a differential gear, various types being described below. For each type there is a version as a gear-planetary differential gear with flat, toothed planet gears as well as a preferred version as a friction wheel-planetary differential gear with cylindrical, smooth planet rollers, which - like the sun gear - can be hollow or solid.
  • the first gear stage type is a one-stage planetary differential gear, which is first described in the friction wheel version.
  • the gear stage 14 is aligned with the central axis A of the motor 12.
  • a sun wheel 32 is arranged around the axis A, three planet rollers 34 roll along its circumferential surface, which in turn are enclosed by a ring gear 36.
  • the ring gear 36 ensures a radial preload and thus a good rolling of the planet rollers 34 without slippage.
  • An annular web 38 carries the planet rollers 34 on axial pins.
  • the preferred combination of this first type of gear stage takes place with the third motor variant, the duo motor, but can also be carried out with the other motor variants, including brush-commutated motors.
  • the inner rotor 22 is rotatably connected to the sun gear 32, while the outer rotor 24 is rotatably connected to the ring gear 36.
  • the web 38 serves as the output of the drive unit 10.
  • the dimensions of the respective diameters are matched to the speeds, torques and directions of rotation of the rotors 22 and 24.
  • the axial lengths of the sun gear 32, pianetemoles 34 and ring gear 36 are preferably selected to be so large that the inner rotor Z2 and the outer rotor 24 are positioned relative to the stator 16 by means of the gear stage 14.
  • the gearwheel version corresponds to the friction wheel version except for the surface properties of the components, which is why the reference numerals of the corresponding components are supplemented by an apostrophe.
  • Sonnemad 32 ', planet gears 34' and ring gear 36 ' are each serrated, but are coupled in the same way to the motor 12 and perform the same relative movements, the web 38 again serving as an output. ⁇
  • the second type of gear stage is a multi-stage planetary differential gear, which in turn is described in the radially layered friction wheel design, but is also possible in a gear design. Solid and / or hollow components can also be used again.
  • a sun wheel 32 is again arranged around the axis A, on the circumferential surface of which a layer of inner planet rollers 34 is arranged.
  • first outer planet roller 40 and a second outer planet roller 42 Inserted in each intermediate space are axially one behind the other a first outer planet roller 40 and a second outer planet roller 42, each having approximately half the axial length of an inner planet roller 34, the second outer planet roller 42 having a slightly smaller diameter than the first outer planet roller 40 has, for example, the use of cylindrical rollers on the one hand from the metric and on the other hand from the imperial series of standards in a simple manner can be realized.
  • cylindrical shape instead of the cylindrical shape, another shape can also be used for the rolling elements.
  • This pretensioning of the two radially layered roller rows ensures that all rollers are supported against one another and that a concentric, radial-symmetrical arrangement results which is without slippage, so that the gear stage 14 is highly efficient.
  • a web and thus an inner position of the planetary rollers is not necessary, but is not excluded.
  • the sun gear 32 can be provided on the end face with radially outward-facing ribs in order to secure the planet rollers in the axial direction, which is also possible with the other types of gear stages.
  • the two outer rings 44 and 46 are constructed identically, so that only the first outer ring 44 is described below.
  • the first outer ring 44 has an elastic metal ring 48 made of steel, which abuts the first outer planet rollers 40 on its radially inner side and is formed with a smaller inner diameter than the geometric arrangement of the enclosed rollers requires in order to apply the pretension ,
  • the metal ring 48 lies in an elastomer bed 50 of the first outer ring 44.
  • the metal ring 48 and the elastomer bed 50 made of plastic together ensure a very uniform contact pressure.
  • the elastomer bed 50 insulates the running noise and mitigates torque surges.
  • the described two-part construction of the first outer ring 44 can also be implemented in the ring gear 36 or 36 'of the first gear stage type.
  • a retaining member 52 is provided, which is constructed in two parts for the purpose of assembly and the elastomer bed 50 radially overlaps on the outside and with two rims on the front side, which is also possible with the other gear stage types.
  • the metal ring 48 and the elastomer bed 50 are preferably designed to be continuous in the circumferential direction, but they can also be slotted or divided, in particular slotted in an arrow shape, for example if they are to be connected in a rotationally fixed manner to the holding device 52.
  • the elastomer bed 50 is preferably highly thermally conductive, for example by inserting metallic or other thermally conductive fibers or filling cavities or cutouts with a thermally conductive material.
  • a thermal paste can also be provided between the metal ring 48 and the elastomer bed 50.
  • the small difference in diameter between the first outer planet rollers 40 and the second outer planet rollers 42 and consequently the inner diameter of the first outer ring 44 and the second outer ring 46 causes a difference in the rotational speeds of the two outer rings 44 and 46.
  • This small rotational speed difference becomes a large one Reduction (for example 200) of the gear stage 14 is used when it is connected to the motor 12.
  • the preferred combination of this second type of gear stage takes place with the first or second motor variant, but can also be carried out with other motor variants, including brush-commutated motors.
  • the first outer ring 44 more precisely its holding ring 52, is, for example, fixed to the housing, ie connected to the stator 16.
  • the sun wheel 32 serving as the drive is connected to the inner rotor 22 (or the outer rotor 24 or a web), while the second outer ring 46 serves as an output 54.
  • the output shaft for example in the form of a hollow shaft, is attached to the second outer ring 46 with a bell-like end piece, more precisely to its holding ring 52.
  • the second outer ring 46 rotates in the same direction as the sun gear 32 Sun gear 32 and thus the inner rotor 22 (or outer rotor 24) and the second outer ring 46, ie the output 54, can be dispensed with, but does not exclude them.
  • the storage of the inner rotor 22 (or outer rotor 24) in the gear stage 14 has the advantage that it is free of play and thus causes the inner rotor 22 (or outer rotor 24) to run noiselessly.
  • the (smaller) second outer ring 46 is fixed to the housing and the (larger) first outer ring 44 is the output, which causes the sun wheel 32 and the first outer ring 44 to rotate in opposite directions.
  • the second gear stage type can be further modified by a different number of roller sets.
  • one or more sun gears arranged axially one behind the other, an equal number of inner planet rollers in a corresponding axial arrangement, possibly a set of middle planet rollers for synchronization, one or more sets of axially arranged outer planet rollers and an equal number of outer rings in a corresponding manner axial arrangement may be provided.
  • the small speed difference is tapped between two adjacent gear elements in the manner described.
  • the third type of gear stage is again a single-stage planetary differential gear, which in turn is described in a radially layered friction wheel version, but is also possible in a gear wheel version.
  • the gear stage 14 is aligned with the central axis A of the motor 12.
  • a sun wheel 32 is arranged around the axis A, three planet rollers 34 rolling along its circumferential surface.
  • the unstaged planet rollers 34 are enclosed by an annular first ring gear 36, which has a low elasticity, that is to say is relatively stiff.
  • the planet rollers 34 are enclosed by a second ring gear 56, which has a higher elasticity and a smaller inner circumference than the first ring gear 36. Both together result in a shape of the second ring gear 56 which differs from the circular shape and is slightly triangular due to the abutment on the planet rollers 34, which is shown slightly exaggerated in the drawing and changes dynamically during operation. The differences in elasticity are achieved by a suitable choice of material.
  • the two ring gears 36 and 56 ensure radial prestressing with high contact pressure and therefore good rolling of the piano rolls 34 without slippage, the sun wheel 32 compensating for the radial forces.
  • the ratio of the internal ring gear circumferences does not need to be 200/199 for a gear ratio of 200, but can be chosen more generously and therefore less sensitive to tolerances.
  • a web that supports the planetary rollers can be provided as a drive analogous to the first gear stage type, or a bearing cage that fixes the planetary rollers.
  • two axially arranged sun gears of different elasticity in combination with a ring gear or other combinations of continuous or divided sun gears and ring gears of different elasticity can also be provided.
  • the planetary rollers can also be stepped.
  • the second ring gear 56 received by an elastomer bed 50 enclosing this radially outside, for example a rubber ring, which in turn is arranged radially within a retaining ring 52.
  • the elastomer bed 50 can also be regarded as a further component of the ring gear 56 having a metal ring.
  • elastic spokes for the second ring gear 56 or an axial or radial tap can also be provided, optionally with the interposition of a pot with deformable walls or a perforated disk having damper elements.
  • the slightly non-uniform movement of the ring gear 56 is preferably not or only slightly compensated for.
  • the preferred combination of this third type of gear stage occurs with the first or second motor variant, but can also be carried out with other motor variants, including brush-commutated motors.
  • the first ring gear 36 is, for example, fixed to the housing, i.e. connected to the stator 16.
  • the sun wheel 32 serving as the drive is connected to the inner motor 22 (or the outer motor 24), while the second ring gear 56 serves as the drive 54.
  • the output shaft which is designed, for example, as a hollow shaft, is attached to the second ring gear 56 with a bell-like end piece, more precisely to its retaining ring 52.
  • the respective diameters must at most be of the same order of magnitude, so that there is a further transmission possibility through the choice of the diameter.
  • the axial lengths of the sun wheel 32, planetary rollers 34 and ring gear 36 are preferably selected to be so large that the internal rotor 22 and the outer motor 24 are supported relative to the stator 16 by means of the gear stage 14.
  • the gear stage 14 can be designed as a manual gearbox, by means of which the direction of rotation of the output 54 can be switched between two different directions of output rotation in the case of a (in the case of a single rotor 22 or 24 only) always constant direction of rotation of the motor 12, which is described below with reference to FIG second gear stage type is explained in more detail.
  • a set of inner planet rollers 34 sits on the sun wheel 32, on which a set of first piano rollers 40 is arranged, which is held by a first outer ring 44, and axially offset from it a set of second planet rollers 42, which is a second outer ring 46 is kept biased.
  • the second outer ring 46 forms part of the output 54.
  • the axial length of the inner planet rollers 34 is selected such that a third outer ring 58 is arranged axially next to the first outer ring 44 on the side facing away from the second outer ring 46, which preloaded the inner tarpaulin rollers 34 includes directly.
  • the outer diameters of the first outer ring 44 and the third outer ring 58 are at least approximately the same.
  • a wrap spring 60 is supported in the middle of the housing and is otherwise wrapped around the first outer ring 44 with part of its windings and around the third outer ring 58 with another part of its windings.
  • a permanent magnet is arranged as a holding magnet 61 on each of the two free ends of the wrap spring 60, the mutually facing poles of the two holding magnets 61 repelling one another.
  • the holding magnets 61 preferably have a high permeability, for example in that they contain metals from the rare earth group.
  • a core 62 made of soft iron is arranged between the two holding magnets 61, around which a switching coil 63 which can be energized with optional polarity is wound.
  • both holding magnets 61 rest on the core 62, which locally closes the magnetic flux. Both outer rings 44 and 58 and thus the gear stage 14 are thereby determined.
  • the switching coil 63 is also energized. Depending on the current direction, one of the two holding magnets 61 continues to be attracted and the other is repelled. The latter thereby opens this side of the wrap spring 60, whereby the corresponding outer ring 44 or 58 is released.
  • Outer ring 44 or 58 is determined, with the direction of rotation of the motor 12 and thus of the sun gear 32 remaining the same, from determining the direction of rotation of the second outer ring 46 and thus of the output 54, the two possible output directions of rotation being opposite to one another (unidirectional motor).
  • the holding magnets 61 can be arranged, for example, on tooth pawls 64, which switchably lock the outer rings each carrying a toothing.
  • the mode of operation is as previously described.
  • the locking device can also serve to block torques in the idle state that are initiated by the output 54. Such locking does not need to take place on the gear stage 14, it can also be provided between the motor 12 and the gear stage 14.
  • the output shaft of the motor 12 is provided on the one hand with a motor pinion 66 which engages in an intermediate wheel 67 connected to the sun wheel 32, and on the other hand frictionally connected to a control disk 68 with two cams 68 '.
  • two spring-loaded tooth pawls 64 engage at least approximately positively in the intermediate gear 67 and lock it, in particular against torques introduced on the output side.
  • the control disk 68 is also rotated, the cams 68 ′ coming into contact with control contours 64 ′ of the tooth pawls 64 and thereby lifting the tooth pawls 64 out of the intermediate wheel 67, as shown in FIG. 13B.
  • the intermediate wheel 67 can now be driven freely, the frictional engagement with the control disk 68 preferably being is raised.
  • the control disk 68 is not frictionally engaged with a rotating axis, but is non-rotatably connected to the non-rotating motor part, which in turn is rotatably mounted to the housing by a small angular range.
  • the torque between the motor pinion 66 and the control disk 68 connected in this way it now rotates automatically when the motor 12 is switched on and thus also automatically controls the tooth pawls 64.
  • the type of motor commutation rank is irrelevant for this detection device.
  • the locking can also be done in a frictional manner.
  • the drive unit 10 may be desirable for the drive unit 10 to deliver a higher speed and / or a higher torque. Such a situation is - if the drive device 10 is used in a vehicle - a crash. The devices driven by the drive unit 10 should then assume certain positions as quickly as possible in order to increase occupant protection, for which purpose it is accepted that the drive unit 10 may subsequently be unusable. Another special situation would be a quick adjustment of one or more adjusters of a vehicle seat over a large area, for example, folding the backrest forward (free pivoting) in combination with a longitudinal adjustment in order to facilitate access to a rear row of seats (easy entry).
  • a mechanical solution for quick adjustment would be realizable in the second and third gear stage types in the form of a manual transmission with a selectable gear ratio if the difference in the geometries of the outer rings 44 and 46 or the elasticities of the ring gears 36 and 56 is sufficiently large.
  • Different speeds and thus different gear ratios can be generated on the output using the locking device provided in the manual transmission, which alternately detects exactly one outer ring 44 or 46 or exactly one ring gear 36 or 56. If the direction of rotation of the motor 12 remains the same, the direction of rotation of the output changes, which corresponds to the situation described above for the unidirectional motor. To create a constant direction of rotation of the output is - except the switching of the locking device - to change the direction of rotation of the motor 12.
  • the motor 12 is operated with a star connection of the coils 20, there is the possibility, in the special situation, of switching the operation into a star connection with a center tap in order to reduce the effective resistance and also to increase the output for a short time.
  • the energization with the star connection is also particularly suitable for a combination with the third motor variant and a locking device.
  • One of the two rotors according to the third motor variant is mechanically blocked by the locking device when the special situation occurs.
  • the downstream gear stage 14 then acts as a differential gear with a higher gear ratio (less lower gear reduction).
  • the other rotor runs after switching to the center tap because of the lower resistance with higher power consumption, which then ultimately causes the desired increase in output 54.
  • the drive unit 10 provided according to the invention is used here to drive an adjuster 80 within a vehicle, wherein the drive unit 10 can also be used elsewhere.
  • the adjuster 80 generally has two components that can be moved relative to one another, between which the drive unit 10 acts with its output 54.
  • the low speed of the output 54 delivers a large torque.
  • Means for converting the rotary movement of the output 54 into a linear movement can be provided in the adjuster 80.
  • a separate drive unit can also be provided for each setting direction of the adjuster 80.
  • Examples of the adjuster 80 in the area of vehicle seats would be a backrest incline adjuster, in particular in the form of a self-locking gear fitting, a seat height adjuster acting between two transmission links of a four-bar linkage, a seat incline adjuster pivoting the front edge of a seat cushion, or a seat longitudinal adjuster moving the vehicle seat in the longitudinal direction.
  • two identical, individual adjusters 80 work together to move a component together.
  • individual adjusters 80 are generally present on both sides of the vehicle seat, which in a known solution are coupled and synchronized in pairs by means of a rotatable transmission rod.
  • a separate drive unit 10 can be provided for each individual adjuster 80 of a pair, which drive unit 10 can then be used, for example, by means of electronics for electronically commutating the motor 12 or - in the case of a vehicle seat - via the rigidity the structure of the vehicle seat are synchronized.

Abstract

L'invention concerne une unité d'entraînement (10) d'un élément de réglage d'un siège de véhicule, notamment de véhicule motorisé, comportant au moins un moteur (12), notamment à commutation électronique, et au moins un étage de transmission (14) prévu sur le côté de sortie du moteur. Selon l'invention, l'étage de transmission (14) est conçu en tant que transmission différentielle produisant un mouvement d'un entraînement (54) autour d'un axe (A) au moyen de deux vitesses de rotation et/ou sens de rotation différents.
EP05738826A 2004-04-15 2005-04-05 Unite d'entrainement d'un element de reglage d'un siege de vehicule Withdrawn EP1735179A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004019471.8A DE102004019471B4 (de) 2004-04-15 2004-04-15 Antriebseinheit für einen Fahrzeugsitz
PCT/DE2005/000632 WO2005100081A2 (fr) 2004-04-15 2005-04-05 Unite d'entrainement d'un element de reglage d'un siege de vehicule

Publications (1)

Publication Number Publication Date
EP1735179A2 true EP1735179A2 (fr) 2006-12-27

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EP05738826A Withdrawn EP1735179A2 (fr) 2004-04-15 2005-04-05 Unite d'entrainement d'un element de reglage d'un siege de vehicule

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Country Link
US (1) US7329200B2 (fr)
EP (1) EP1735179A2 (fr)
JP (1) JP2007532386A (fr)
KR (1) KR20060132731A (fr)
CN (1) CN100465023C (fr)
DE (1) DE102004019471B4 (fr)
WO (1) WO2005100081A2 (fr)

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Also Published As

Publication number Publication date
DE102004019471A1 (de) 2005-11-10
KR20060132731A (ko) 2006-12-21
CN1942339A (zh) 2007-04-04
JP2007532386A (ja) 2007-11-15
CN100465023C (zh) 2009-03-04
US7329200B2 (en) 2008-02-12
DE102004019471B4 (de) 2014-01-02
WO2005100081A3 (fr) 2005-12-29
US20070032337A1 (en) 2007-02-08
WO2005100081A2 (fr) 2005-10-27

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