EP1795685B1 - Dispositif d'entraînement pour le déplacement motorisé d'une porte de véhicule ou similaire - Google Patents

Dispositif d'entraînement pour le déplacement motorisé d'une porte de véhicule ou similaire Download PDF

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Publication number
EP1795685B1
EP1795685B1 EP06025307.7A EP06025307A EP1795685B1 EP 1795685 B1 EP1795685 B1 EP 1795685B1 EP 06025307 A EP06025307 A EP 06025307A EP 1795685 B1 EP1795685 B1 EP 1795685B1
Authority
EP
European Patent Office
Prior art keywords
spindle
motor vehicle
thread
coupling
drive
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.)
Not-in-force
Application number
EP06025307.7A
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German (de)
English (en)
Other versions
EP1795685A3 (fr
EP1795685A2 (fr
Inventor
Checrallah Kachouh
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.)
Brose Schliesssysteme GmbH and Co KG
Original Assignee
Brose Schliesssysteme 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.)
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Publication date
Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP1795685A2 publication Critical patent/EP1795685A2/fr
Publication of EP1795685A3 publication Critical patent/EP1795685A3/fr
Application granted granted Critical
Publication of EP1795685B1 publication Critical patent/EP1795685B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/60—Power-operated mechanisms for wings using electrical actuators
    • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
    • E05F15/611—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings
    • E05F15/616—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings operated by push-pull mechanisms
    • E05F15/622—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings operated by push-pull mechanisms using screw-and-nut mechanisms
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/60—Power-operated mechanisms for wings using electrical actuators
    • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
    • E05F15/611—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings
    • 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
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/214—Disengaging means
    • E05Y2201/216—Clutches
    • 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
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/23—Actuation thereof
    • E05Y2201/232—Actuation thereof by automatically acting means
    • E05Y2201/236—Actuation thereof by automatically acting means using force or torque
    • 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
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/23—Actuation thereof
    • E05Y2201/246—Actuation thereof by auxiliary motors, magnets, springs or weights
    • 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
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/25—Mechanical means for force or torque adjustment therefor
    • 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
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
    • E05Y2201/46—Magnets
    • E05Y2201/462—Electromagnets
    • 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
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/60—Suspension or transmission members; Accessories therefor
    • E05Y2201/622—Suspension or transmission members elements
    • E05Y2201/676—Transmission of human force
    • E05Y2201/68—Handles, cranks
    • 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
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/61—Power supply
    • E05Y2400/612—Batteries
    • 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
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/80—User interfaces
    • E05Y2400/85—User input means
    • E05Y2400/852—Sensors
    • E05Y2400/854—Switches
    • 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
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/80—User interfaces
    • E05Y2400/85—User input means
    • E05Y2400/856—Actuation thereof
    • E05Y2400/858—Actuation thereof by body parts, e.g. by feet
    • E05Y2400/86—Actuation thereof by body parts, e.g. by feet by hand
    • 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 present invention relates to a drive arrangement for the motorized adjustment of a motor vehicle door or the like, according to the preamble of claim 1.
  • motor vehicle door is comprehensively understood in the present case. Accordingly fall hereunder not only the side door of a motor vehicle, but also the tailgate, the trunk lid, the engine compartment flap or cargo compartment door and a possibly existing lifting roof of a motor vehicle. In the present case, the motor vehicle door is not attributed to the body of the motor vehicle. Accordingly, the motor vehicle door is pivotally connected to the body of the motor vehicle about a pivot axis, whereby a door opening of the body of the motor vehicle is closed.
  • a known drive arrangement serves the motorized adjustment of a side door of a motor vehicle.
  • the drive assembly to a drive which is equipped to generate linear drive movements with a motor unit and a motor unit downstream spindle spindle nut transmission.
  • the drive is arranged here in the motor vehicle door and protrudes with a transmission element through a gap out of the motor vehicle door.
  • the transmission element is articulated in the region of the front end side of the motor vehicle door on the body of the motor vehicle.
  • the motor unit is designed non-self-locking.
  • the motor unit In order to avoid an unwanted slamming of the motor vehicle door, for example, when parked on a slope motor vehicle, the motor unit is braked in the non-actuated state in short circuit operation.
  • an emergency for example, if the power fails or there is a cable break, there is a risk of malfunction of this short-circuit braking.
  • the reliability of this drive arrangement in an emergency is thus considerably limited.
  • the known drive arrangements do not fully meet the demands made today, namely the optimum motor performance, the manual operability and the optimum performance in an emergency.
  • the ease of manual operability on the one hand and the safe operation in an emergency on the other hand make conflicting demands on the drive assembly, which does not meet any of the known drive assemblies simultaneously.
  • spindle-spindle nut gearboxes With regard to the use of spindle-spindle nut gearboxes, one reason for this is that the previously available spindle spindle nut gearboxes have set limits, in particular for manual operability. In manual operation, a manual driving force is usually introduced into the spindle nut, which leads to a reverse rotation of the spindle. Depending on the spindle pitch, it can easily lead to jamming, especially if the spindle is braked.
  • the known drive arrangement ( DE 20 2004 016 542 U1 ), from which the invention proceeds, shows a clutch that operates as an emergency slip clutch.
  • the invention is based on the problem, the known drive arrangement to design and further develop that the performance of the drive assembly in an emergency, for example in case of failure of the power supply is optimized in a compact design.
  • a manual adjustment of the vehicle door is not possible in this state.
  • the release state of the clutch is provided for manual adjustment of the vehicle door in normal operation.
  • the vehicle door can be adjusted independently of the motor unit manually.
  • the clutch is switched to the intermediate-coupling state in which at least a manual adjustment with the minimum actuation force is possible.
  • the transmission is designed as a spindle-spindle nut transmission.
  • the preferred embodiments according to claims 6 to 14 relate to a very special embodiment of the spindle-spindle nut transmission, namely in the manner of a telescopic boom.
  • at least one telescopic sleeve is connected between the spindle and the spindle nut, through which the external thread of the spindle is effectively extended.
  • the preferred embodiments according to claims 17 and 18 relate to preferred variants for controlling and configuring the three-stage clutch.
  • Fig. 1 shown motor vehicle is equipped with a drive assembly 1 for the motorized adjustment of a side door 2.
  • the motor vehicle further shows a trunk lid and a hood flap, the same can be equipped with such a drive assembly 1.
  • the proposed drive arrangement 1 is also applicable to a tailgate, a luggage compartment lid or a lifting roof of a motor vehicle.
  • motor vehicle door is mentioned below, it should be noted that all types of motor vehicle doors mentioned in the introduction to the description fall under this term.
  • the motor vehicle door 2 is a side door of the motor vehicle.
  • the proposed drive arrangement 1 for the motorized adjustment of a motor vehicle door 2 is equipped with at least one drive 3. Preferably, this is the only drive 3, or else two drives 3.
  • this is the only drive 3, or else two drives 3.
  • the drive assembly 1 with two drives 3 can be counteract a twisting of the motor vehicle door 2 particularly effective with a corresponding arrangement of the drives 3.
  • the motor vehicle door 2 is pivoted on the body of the motor vehicle about a pivot axis 4, whereby a door opening of the body of the motor vehicle can be closed.
  • the in Fig. 2 shown, single drive 3 has to generate drive movements, a motor unit 5 and a motor unit 5 downstream transmission 6.
  • the gear 6 is designed as a spindle-spindle nut gear, so that linear drive movements are generated here.
  • the motor unit 5 is self-locking and the spindle spindle nut gear 6 is not self-locking design.
  • a clutch 7 is connected, which can be brought into a coupling state, in a release state and in an intermediate-coupling state.
  • the engine unit 5 stands for nominal operation in drive-technical engagement with the motor vehicle door 2, in which, with the engine unit 5 switched off, a manual adjustment of the motor vehicle door 2 is blocked. The reason for this is the self-locking design of the motor unit 5.
  • the motor unit 5 When the clutch 7 is in the release state, the motor unit 5 is separated from the motor vehicle door 2 in terms of drive technology, so that the motor vehicle door 2 can be adjusted independently of the motor unit 5. This corresponds to the manual operation of the motor vehicle 2 in normal operation.
  • clutch 7 When clutch 7 is in the intermediate clutch state, the transfer torque transferable by the clutch 7 or the transferable force transferable by the clutch 7 is reduced compared to the mode of operation in rated operation. When the reduced Consequentlysmomcnts or reduced transmission force is exceeded, the clutch 7 operates in the manner of a slip clutch and allows the manual operation of the motor vehicle door 2. As a result, with the realization of the intermediate dome state is achieved that the motor vehicle door 2 located in between-coupling state clutch Although 7 is held by the self-locking of the motor unit 5 at any time in its current position, but by a manual operation with a predetermined minimum actuation force is adjustable. The associated advantages have been explained above.
  • the motor vehicle door 2 which is motor-adjustable by the drive arrangement 1, is a side door of the motor vehicle.
  • the drive 3 has a first force application point 8 and a second force application point 9 for discharging the linear drive movement.
  • the first force application point 8 is coupled to the body of the motor vehicle and the second point of application of force 9 to the motor vehicle door 2.
  • the first force application point 8 is preferably coupled directly to the body of the motor vehicle. This means that the first force application point 8 without additional intermediary transmission elements, pivot joints or the like. is directly coupled to the body of the motor vehicle.
  • the coupling of the first point of force application 8 with the body and the second point of force application point 9 with the motor vehicle door 2 is configured in each case as a pivoting coupling.
  • the second force application point 9 is coupled to such a door module 2 a arranged in the motor vehicle door 2 ( Fig. 5 ).
  • the drive 3 is then attachable to this during the manufacture of the motor vehicle during the pre-assembly of the door module 2a.
  • the drive 3 can finally be used together with the door module 2a in one operation in the motor vehicle door 2 and coupled via the first force application point 8 with the body of the motor vehicle.
  • the drive 3 is effectively arranged between the body of the motor vehicle and the motor vehicle door 2.
  • the arrangement is now made such that the drive 3 is arranged substantially completely in the motor vehicle door 2 when the motor vehicle door 2 is closed, and that the drive 3, here the spindle spindle nut transmission 6 of the drive 3, with an open motor vehicle door 2 through an opening 10th protrudes in the front end 11 of the vehicle door.
  • This can also be provided the other way around, namely that the drive 3 is arranged substantially completely within the body when the motor vehicle door is closed. This may be of interest in particular for the drive arrangement 1 of a front side door.
  • FIG. 3 A particularly small longitudinal extent of the spindle-spindle nut transmission 6 in the above sense is achieved when this spindle-spindle nut gear 6 is designed in the manner of a telescopic boom.
  • Fig. 3 Such an arrangement is in Fig. 3 shown. It is the representation in Fig. 3 it can be seen that the spindle-spindle nut transmission 6 has a spindle 12 with an external thread 12a and a spindle nut 13 with an internal thread 13a.
  • the linear drive movement is, as in spindle-spindle nut transmissions basically common, a movement of the spindle nut 13 parallel to the spindle axis 14th
  • the spindle-spindle nut gearbox 6 is compared to known spindle-spindle nut gearboxes insofar a modified arrangement, as here at least one telescopic sleeve 15 is provided with an internal thread 15 a and an external thread 15 b, between the spindle 12 and the spindle nut thirteenth is switched.
  • at least one telescopic sleeve 15 is provided with an internal thread 15 a and an external thread 15 b, between the spindle 12 and the spindle nut thirteenth is switched.
  • the telescopic sleeve 15 and the telescopic sleeves 15 and the outside spindle nut 13 are arranged telescopically and screwed into each other, so that each external thread 12a, 15b with the respective adjacent internal thread 15a, 13a a Thread pairing forms.
  • inside and outside here refer in each case to a radial direction with respect to the spindle axis 14.
  • a telescopic arrangement is meant that the affected components 12, 13, 15 are arranged concentric with the spindle axis 14, so that they can be nested in the manner of a multi-stage telescopic boom in one another.
  • thread pairing is finally meant that the respective external thread 12a, 15b is in threaded engagement with the respectively adjacent internal thread 13a, 15a.
  • the spindle 12 is rotatably mounted in a bearing block 16.
  • the bearing block 16 is located in a spindle housing 17, on which the first force application point 8 of the drive 3 is arranged.
  • the bearing block 16 is arranged rotationally fixed in the installed state together with the spindle housing 17 and the first force application point 8.
  • the spindle 12 is here coupled in terms of drive technology with the motor unit 5. In principle, however, it can also be provided that the spindle nut 13 is drivingly coupled to the motor unit 5, wherein the spindle 12 is then arranged rotationally.
  • the spindle nut 13 is arranged in a spindle nut housing 18, wherein the second force application point 9 of the drive 3 is arranged on the spindle nut housing 18. Also, the spindle nut housing 18 with the force application point 9 is arranged rotationally fixed in the installed state. In the generation of drive movements by the motor unit 5 takes place a linear relative movement of the two force application points 8, 9 to each other. It is the representations in Fig. 3 can be seen that the spindle nut housing 18 is arranged overlapping to the spindle housing 17, so that the internal components are protected from contamination. In this context, it should be noted that the internal thread 13a of the spindle nut 13 can basically be configured as part of the spindle nut housing 18.
  • the telescopic sleeve 15 in the extended state of the spindle-spindle nut transmission 6 is effectively an extension of the external thread 12a of the spindle 12.
  • the telescopic sleeve 15 is an extension of the internal thread 13a of the spindle nut 13. This ensures that despite the small length of the spindle spindle nut transmission 6, a considerable feed path can be realized.
  • At least two telescopically and telescopically arranged telescopic sleeves are provided, in which case the external thread of the spindle runs in the internal thread of the inner telescopic sleeve and the external thread of the outer telescopic sleeve runs in the internal thread of the spindle nut.
  • any extension of the feed path is possible as long as the requirements for the stability of the arrangement are ensured.
  • the individual thread pairings are passed through in a predetermined sequence, it is preferably provided that during the passage of a thread pairing the other thread pairing or the other thread pairings is not passed through or ., so to speak represents a rigid connection or represent.
  • the outer thread pairings are traversed by the internal thread pairings in the adjustment of the spindle-spindle nut transmission 6 from the retracted state to the extended state.
  • the external thread 12a of the spindle 12 in the internal thread 15a of the telescopic sleeve 15 runs, so that the telescopic sleeve 15 and thus the spindle nut 13 are adjusted relative to the spindle housing 17.
  • the external thread 15b of the telescopic sleeve 15 runs in the internal thread 13a of the spindle nut 13, so that the spindle nut 13 is adjusted relative to the telescopic sleeve 15 and thus further relative to the spindle housing 17.
  • the different Gervindepaamngen have different coefficients of friction, wherein the initially to be traversed thread pairing preferably has a lower coefficient of friction than the then to be traversed thread pairing.
  • the different coefficients of friction of the different thread pairings can be achieved, for example, by different materials and / or coatings realize the involved components, so the spindle 12, the telescopic sleeve 15 and the telescopic sleeves and the spindle nut 13.
  • the spindle 12 If, starting from the retracted state, the spindle 12 is driven, then the external thread 12a of the spindle 12 in the internal thread 15a of the telescopic sleeve 15 runs, due to the above-described design of the friction coefficients of the thread pairings, until the bearing bush 21 reaches the internal thread 15a of the telescopic sleeve 15. As a result, the spindle 12 comes with the telescopic sleeve 15 in blocking engagement, so that upon further rotation of the spindle 12, the telescopic sleeve 15 is now rotated. This eventually leads to the external thread 15b of the telescopic sleeve 15 in the internal thread 13a of the spindle nut 13 runs.
  • the spindle-spindle nut gear 6 can be converted by the reverse drive of the spindle 12 again in the retracted state. It is envisaged that the blocking described above between the spindle 12 and the telescopic sleeve 15 also leads to a predefined jamming of these two components 12, 15, so that initially the external thread 15b of the telescopic sleeve 15 in Internal thread 13a of the spindle nut 13 runs, resulting in a first contraction of the spindle-spindle nut transmission 6.
  • the telescopic sleeve 15 As soon as the telescopic sleeve 15 reaches the stop 23 on the spindle nut housing 18 with its end face 15 c, the telescopic sleeve 15 is blocked relative to the spindle nut 13. Upon further rotation of the spindle 12, the above-described clamping between the spindle 12 and the telescopic sleeve 15 is overcome, so that finally the external thread 12a of the spindle 12 in the internal thread 15a of the telescopic sleeve 15 runs and the spindle-spindle nut transmission 6 transferred to the retracted state becomes.
  • the translation is additionally variable within a thread pairing.
  • the thread pairing is designed as a ball thread pairing which has a variable thread pitch over its length.
  • ball thread pairing is meant herein the construction in the manner of a ball screw, in which between the two corresponding threads, here between the external thread of the spindle and the internal thread of the spindle nut, a ball set is provided. This is within the thread pairing during the passage of the thread pairing a stepless change of the translation conceivable.
  • the motor unit 5 has a drive motor 5a and possibly a drive motor 5a downstream intermediate gear 24, wherein the self-locking of the motor unit 5 is preferably effected by the intermediate gear 24.
  • the intermediate gear 24 may be a spur gear or a planetary gear.
  • the intermediate gear 24 can also be dispensed with.
  • a clutch transmission 7a is connected between the clutch 7 and the transmission 6.
  • This arranged on the output side of the clutch 7 clutch transmission 7a is designed as a non-self-locking gear to ensure the manual adjustment of the motor vehicle door 2 described above.
  • the clutch gear 7a With a suitable design of the clutch gear 7a, the transmission torque to be absorbed by the clutch 7 or the transmission force to be absorbed by the clutch 7 can be considerably reduced. The low transmission torque leads to a particularly cost-effective implementation of the clutch. 7
  • the spindle 12, the possibly provided clutch gear 7 a, the clutch 7 and the motor unit 5 are preferably arranged directly behind one another along the spindle axis 14. Further, it is preferably such that the spindle 12, the possibly provided clutch gear 7a, the clutch 7 and the motor unit 5 are arranged in a substantially cylindrical, extending along the spindle axis 14 housing.
  • the spindle-spindle nut transmission 5 is further provided with a spring arrangement, which causes a bias between the spindle housing 12 and the spindle nut housing 14 in the direction of the extended state.
  • a spring arrangement which causes a bias between the spindle housing 12 and the spindle nut housing 14 in the direction of the extended state.
  • a control device 7b is provided for driving the clutch 7, wherein the control device 7b acts on the clutch 7 to the control with a control voltage.
  • the clutch 7 automatically switches to the intermediate coupling state when the control voltage ceases.
  • the door detection for example, by a user desired interruption of the motor adjustment without any power consumption possible.
  • the motor vehicle door 2 can therefore be held in any desired position without the control device 7b having to apply an electrical control power for this purpose.
  • the clutch 7 does not generally switch to the intermediate coupling state when the control voltage is lost, but only when the clutch 7 is previously in the coupling state.
  • the clutch 7 remains in case of loss of control voltage in the release state, if it is previously in the release state. This is also acceptable, since this release state is usually activated by the user to manually operate the motor vehicle door 2. In this respect, the failure of the power supply in any case for the manual operation of the motor vehicle door 2 has no negative impact.
  • the clutch 7 is designed to be bistable with regard to the intermediate dome state and the release state. This means that the clutch 7 remains without further application of a control voltage in one of the two states.
  • the clutch 7 is preferably switchable by acting on a positive control voltage pulse in the intermediate-dome state and switchable by applying an opposite, negative control voltage pulse in the release state.
  • the fact that only preferably short control voltage pulses are required for the switching of the clutch 7, is here again to be expected with a low power consumption.
  • the coupling state can be adjusted in a preferred embodiment of the clutch 7 characterized in that the clutch 7 is permanently charged with a positive control voltage. It is envisaged that the clutch 7 remains only for the duration of the application of the positive control voltage in the dome state. When the control voltage ceases, the clutch 7 preferably switches to the intermediate-clutch state, as explained above.
  • the clutch 7 is designed as a clutch 7 which can be switched into discrete states.
  • the clutch 7 is exclusively in the dome state, in the release state and in the intermediate-coupling state brought. This leads to a particularly simple constructive realization of the coupling 7.
  • the clutch 7 is designed as an electromagnetic clutch 7, which has a permanent magnet and an electromagnet.
  • the magnetic field of the permanent magnet is sufficient to realize the intermediate-coupling state.
  • the coupling state can be realized.
  • weakening the magnetic field of the permanent magnet with the opposing magnetic field of the electromagnet can finally realize the release state.
  • Such a coupling is in the German application 20 2004 016 542.2 disclosed to the assignee.
  • the revelation content of the German Application 20 2004 016 542.2 is hereby made the subject of the present application in its entirety. This relates in particular to the design of the clutch with planetary gear and a permanent magnet having a brake.
  • the above embodiment with permanent magnets and electromagnets can be realized in a small space.
  • the noise when switching the clutch 7 are reduced to a minimum.
  • the coupling 7 is configured as an electromechanical coupling 7, which has an electric motor or the like.
  • the design of the coupling 7 as an electromechanical coupling 7 leads to a robust and at the same time cost-effective implementation, which, however, causes significantly more noise under tension than the abovementioned electromagnetic coupling 7.
  • the actuating means may comprise mechanical actuating means such as a door inner handle and / or an outside door handle on the motor vehicle door 2.
  • mechanical actuating means such as a door inner handle and / or an outside door handle on the motor vehicle door 2.
  • an electrical remote control it is also possible to provide an electrical remote control. It is particularly advantageous if the inside door handle and / or outside door handle is provided with corresponding switches or buttons, so that both a manual actuating force can be applied to the motor vehicle door 2 with a single user movement and the corresponding switch can be actuated.
  • a corresponding actuation of the actuating means by the user causes the motorized adjustment of the motor vehicle door 2.
  • the control device 7b transfers the clutch 7 in the dome state.
  • the motorized adjustment of the motor vehicle door 2 can possibly also interrupt.
  • the controller 7b then switches the clutch 7 to the intermediate-clutch state.
  • the control device 7b the control voltage, as explained above, turns off.
  • the motor vehicle door 2 then holds its current position, but can be manually adjusted by applying a minimum operating force.
  • the clutch 7 can be switched by the user by an actuation of the actuating means in the release state.
  • the vehicle door 2 can then be adjusted independently of the drive 3 manually.
  • the control device 7b preferably switches the clutch 7 back to the intermediate-clutch state, provided that the actuation of the actuating means by the user does not continue.
  • This has the advantage that an automatic and uncontrolled movement of the released motor vehicle door 2 is prevented.
  • a child actuates the actuating means such that the clutch 7 switches to the release state. If the motor vehicle is on a slope, it could lead to an unwanted and sudden closing of the motor vehicle door 2, resulting in a significant risk of injury.
  • the above-mentioned automatic transfer of the clutch 7 in the intermediate-coupling state shortly after the operation by the user is particularly advantageous.
  • the equipment of the actuating means with only a single switch or button is conceivable.
  • a preferred embodiment, for example, is that the transfer of the clutch 5 is effected in the release state by a prolonged actuation of the switch or the button. But there are also operations in the manner of a double click o. The like. Conceivable.
  • the proposed drive arrangement in emergency mode so if the power supply of the motor vehicle fails, has special advantages.
  • the intermediate-coupling state or the release state is maintained in an emergency operation, so that in any case a limited, manual range of functions of the motor vehicle door 2 is ensured.
  • the voltage supply of the electrical system of the motor vehicle is designed at least partially redundant.
  • an additional battery for driving at least the clutch 7 is provided in addition to the vehicle battery for supplying power to the electrical system of the motor vehicle.
  • the control of the clutch 7 is carried out in normal operation via the vehicle battery. In emergency operation, the control of the clutch 7 is provided on the additional battery.
  • the additional battery is preferably arranged in the motor vehicle door 2 itself. The overall arrangement is particularly compact when the additional battery is integrated in the actuating means.
  • the auxiliary battery may also be an accumulator.
  • the clutch 7 In the above-discussed concept with additional battery, it is also possible in emergency operation, the clutch 7 to switch to the intermediate-dome state and in the release state. It is thus both a detection of the motor vehicle door 2 and a manual adjustment of the motor vehicle door 2 with low actuation force possible.
  • the control of the clutch 7 is to provide energy-saving as possible. This is in the above-described, preferred embodiment of the case in which the clutch 7 can be controlled by control voltage pulses. It can find an additional battery with small dimensions use here, which in turn allows easy integration of the auxiliary battery in the actuating means.

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Claims (18)

  1. Dispositif d'entraînement pour le déplacement motorisé d'une porte de véhicule automobile (2) ou similaire, avec au moins un entraînement (3), la porte de véhicule automobile (2) étant articulée à la carrosserie du véhicule automobile de façon à pouvoir pivoter autour d'un axe de pivotement (4) et permettant ainsi de refermer une ouverture de porte de la carrosserie du véhicule automobile, l'entraînement (3) comportant une unité de moteur (5) pour produire les mouvements d'entraînement de préférence linéaires et une boîte de vitesses (6) connectée en aval de l'unité de moteur (5), la boîte de vitesses (6) étant configurée sans blocage automatique, la boîte de vitesses prenant la forme d'une boîte de vitesses broche-écrou de broche, un embrayage (7) étant connecté dans la chaîne cinématique entre l'unité de moteur (5) et la boîte de vitesses (6), l'embrayage (7) pouvant être amené dans un état d'embrayage dans lequel l'unité de moteur (5) est en prise, par technique d'entraînement, avec la porte de véhicule automobile (2), pour le fonctionnement nominal, l'embrayage (7) pouvant être amené dans un état de relâchement dans lequel l'unité de moteur (5) est séparée, sur le plan technique de l'entraînement, de la porte de véhicule automobile (2), caractérisé en ce que l'unité de moteur (5) est configurée avec blocage automatique, que l'unité de moteur (5) comporte un moteur d'entraînement (5a) et une boîte de vitesses intermédiaire (24) connectée en aval du moteur d'entraînement (5a) et que la boîte de vitesses intermédiaire (24) provoque le blocage automatique de l'unité de moteur (5), qu'un déplacement manuel de la porte de véhicule automobile (2) est bloqué dans l'état d'embrayage lorsque l'unité de moteur (5) est déconnectée, que l'embrayage (7) peut être amené en outre dans un état d'embrayage intermédiaire avec un couple de transmission réduit et/ou avec une force de transmission réduite, de sorte que la porte de véhicule automobile (2) est maintenue certes en permanence dans sa position actuelle par le blocage automatique de l'unité de moteur (5) lorsque l'embrayage (7) se trouve dans l'état d'embrayage intermédiaire, mais qu'elle peut être déplacée par un actionnement manuel, avec une force d'actionnement minimale prédéfinie.
  2. Dispositif d'entraînement selon la revendication 1, caractérisé en ce que la porte de véhicule automobile (2) déplaçable de façon motorisée par le dispositif d'entraînement (1) est une porte latérale du véhicule automobile.
  3. Dispositif d'entraînement selon la revendication 1 ou 2, caractérisé en ce que l'entraînement (3) comporte un premier point d'application de force (8) et un deuxième point d'application de force (9) pour convertir le mouvement d'entraînement linéaire, de préférence que le premier point d'application de force (8) est couplé à la carrosserie du véhicule automobile et que le deuxième point d'application de force (9) est couplé à la porte de véhicule automobile (2), de façon davantage préférée que le premier point d'application de force (8) est directement couplé à la carrosserie du véhicule automobile, de façon davantage préférée que le couplage du premier point d'application de force (8) à la carrosserie et du deuxième point d'application de force (9) à la porte de véhicule automobile (2) prennent respectivement la forme d'un couplage pivotant.
  4. Dispositif d'entraînement selon la revendication 3, caractérisé en ce que le deuxième point d'application de force (9) est couplé à un module de porte (2a) disposé dans la porte de véhicule automobile (2).
  5. Dispositif d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce que l'entraînement (3) est disposé, en cas de porte de véhicule automobile (2) fermée, pour l'essentiel entièrement à l'intérieur de la porte de véhicule automobile (2) et que l'entraînement (3), de préférence la boîte de vitesses broche-écrou de broche (6), pénètre de façon traversante une ouverture dans le côté frontal avant de la porte de véhicule automobile (2) en cas de porte de véhicule automobile (2) ouverte.
  6. Dispositif d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce que la boîte de vitesses broche-écrou de broche (6) comporte une broche (12) avec un filet extérieur (12a) et un écrou de broche (13) avec un filet intérieur (13a), que le mouvement d'entraînement linéaire est un mouvement de l'écrou de broche (13) parallèle à l'axe de broche (14), que la boîte de vitesses broche-écrou de broche (6) comporte au moins une douille télescopique (15) avec un filet intérieur (15a) et un filet extérieur (15b) et qu'à l'intérieur, la broche (12), en sus à l'extérieur, la douille télescopique (15) et/ou les douilles télescopiques et tout à l'extérieur l'écrou de broche (13) sont disposés de façon télescopique et vissables les uns dans les autres, de sorte que chaque filet extérieur (12a, 15b) forme avec le filet intérieur (15a, 13a) respectivement connexe un appariement de filets.
  7. Dispositif d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce que la broche (12) est disposée de façon à pouvoir tourner dans un support de palier (16), que le support de palier (16) et l'écrou de broche (13) sont disposés, dans l'état encastré, fixement sans torsion, de préférence que la broche (12) est couplée, sur le plan technique de l'entraînement, à l'unité de moteur (5).
  8. Dispositif d'entraînement selon la revendication 6 et le cas échéant selon la revendication 7, caractérisé en ce que la boîte de vitesses broche-écrou de broche (6) comporte une unique douille télescopique (15), que le filet extérieur (12a) de la broche (12) se place dans le filet intérieur (15a) de la douille télescopique (15) et que le filet extérieur (15b) de la douille télescopique (15) se place dans le filet intérieur (13a) de l'écrou de broche (13), ou que la boîte de vitesses broche-écrou de broche comporte au moins deux douilles télescopiques de type télescope et disposées de façon à se visser l'une dans l'autre, que le filet extérieur de la broche se place dans le filet intérieur de la douille télescopique intérieure et que le filet extérieur de la douille télescopique extérieure se place dans le filet intérieur de l'écrou de broche.
  9. Dispositif d'entraînement selon la revendication 6 et le cas échéant selon la revendication 7 ou 8, caractérisé en ce que le dispositif est assemblé de telle sorte que lors du déplacement motorisé de la broche (12), les appariements de filets individuels sont traversés les uns après les autres selon une séquence prédéfinie, de préférence qu'en cas de déplacement de la boîte de vitesses broche-écrou de broche (6) de l'état rentré dans l'état sorti, les appariements de filets extérieurs sont traversés après les appariements de filets intérieurs.
  10. Dispositif d'entraînement selon la revendication 6 et le cas échéant selon l'une quelconque des revendications 7 à 9, caractérisé en ce que les différents appariements de filets présentent différentes valeurs de frottement, de préférence que l'appariement de filets traversé en premier présente une valeur de frottement davantage réduite que l'appariement de filets ensuite traversé.
  11. Dispositif d'entraînement selon la revendication 10, caractérisé en ce que les différentes valeurs de frottement des différents appariements de filets sont obtenues par le biais de différents matériaux et/ou revêtements de la broche (12), de la douille télescopique (15) et/ou de la douille télescopique et de l'écrou de broche (13).
  12. Dispositif d'entraînement selon la revendication 6 et le cas échéant selon l'une quelconque des revendications 7 à 11, caractérisé en ce qu'après traversée d'un appariement de filets, le composant (12, 15) comportant le filet extérieur (12a, 15b) de cet appariement de filets entre en prise de façon bloquée avec le composant (15, 13) comportant le filet intérieur (15a, 13a) de cet appariement de filets et que l'appariement de filets à traverser ensuite est alors traversé.
  13. Dispositif d'entraînement selon la revendication 6 et le cas échéant selon l'une quelconque des revendications 7 à 12, caractérisé en ce que les différents appariements de filets présentent différentes pentes de filet, de sorte qu'en cas de traversée séquentielle des appariements de filets, différents étages de boîte de vitesse sont réalisés, de préférence que les pentes de filet des appariements de filets sont accordées à la caractéristique de fermeture et d'ouverture de la porte de véhicule automobile, de sorte qu'en cas de besoin de force élevé, un étage de boîte de vitesses avec une démultiplication élevée est actif et qu'en cas de besoin de force réduit, un étage de boîte de vitesses avec une démultiplication réduite est actif.
  14. Dispositif d'entraînement selon la revendication 6 et le cas échéant selon l'une quelconque des revendications 7 à 13, caractérisé en ce qu'au moins un appariement de filets prend la forme d'un appariement de filets sphérique et comporte une pente de filet variable sur sa longueur.
  15. Dispositif d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une boîte de vitesse à embrayage (7a) sans blocage automatique est connectée entre l'embrayage (7) et la boîte de vitesses (6).
  16. Dispositif d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce que la broche (12) de la boîte de vitesses broche-écrou de broche (6), la boîte de vitesse à embrayage (7a) prévue le cas échéant, l'embrayage (7) et l'unité de moteur (5) sont disposés les uns derrière les autres vus le long de l'axe de broche (14), de préférence de façon directe, de façon davantage préférée que la broche (12) de la boîte de vitesses broche-écrou de broche (6), la boîte de vitesse à embrayage (7a) présente le cas échéant, l'embrayage (7) et l'unité de moteur (5) sont disposés dans un carter pour l'essentiel cylindrique s'étendant le long de l'axe de broche (14).
  17. Dispositif d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un dispositif de commande (7b) est prévu pour commander l'embrayage (7) et que le dispositif de commande (7b) alimente l'embrayage (7) avec une tension de commande en vue de le commander et que l'embrayage (7) bascule, à partir de l'état d'embrayage en cas de suppression de la tension de commande, de l'état d'embrayage dans l'état d'embrayage intermédiaire.
  18. Dispositif d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce que l'embrayage (7) prend la forme d'un embrayage (7) pouvant être basculé dans des états distincts, de préférence que l'embrayage (7) peut être amené uniquement dans l'état d'embrayage, dans l'état de relâchement et dans l'état d'embrayage intermédiaire.
EP06025307.7A 2005-12-07 2006-12-07 Dispositif d'entraînement pour le déplacement motorisé d'une porte de véhicule ou similaire Not-in-force EP1795685B1 (fr)

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DE202005019197 2005-12-07
DE202005020087U DE202005020087U1 (de) 2005-12-07 2005-12-21 Antriebsanordnung zur motorischen Verstellung einer Kraftfahrzeugtür o.dgl.

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EP1795685A2 EP1795685A2 (fr) 2007-06-13
EP1795685A3 EP1795685A3 (fr) 2012-06-13
EP1795685B1 true EP1795685B1 (fr) 2016-04-06

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US (1) US20070175099A1 (fr)
EP (1) EP1795685B1 (fr)
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DE102018117413A1 (de) 2018-07-18 2020-01-23 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Antriebsanordnung eines Kraftfahrzeugs
DE102018117415A1 (de) 2018-07-18 2020-01-23 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Antriebsanordnung zur motorischen Verstellung einer Klappe eines Kraftfahrzeugs
US11834888B2 (en) 2018-07-18 2023-12-05 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Drive assembly of a motor vehicle

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DE202005020087U1 (de) 2007-04-19
EP1795685A2 (fr) 2007-06-13
US20070175099A1 (en) 2007-08-02

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