EP2536910B1 - Hinge for a flap of a car body - Google Patents

Description

The invention relates to a hinge for a flap, a lid, a door, a wing or the like of a body of a motor vehicle specified in the preamble of claim 1. Art.

From the series production of passenger cars, a variety of flaps, covers, doors or wings are known to remove, which are hinged on the pipe construction of the vehicle. Among other such hinges are known in tailgates, with two hinges are usually provided, each comprising a flap-side hinge part and a body-side hinge part, which are hinged together.

In order to achieve, for example, when opening the flap, the lid, the door or the wing, a limitation of the opening pivoting movement, such hinges usually include a stop device with cooperating stop elements, which come into operative contact with each other for limiting a mutual displacement of the hinge parts. Usually, these stop elements comprise respective buffer elements, which abut against each other and in particular limit the opening pivoting movement of the hinge.

However, a problem with such stop elements is the fact that they are on the one hand yielding designed to dampen the attack. On the other hand, this resilient compliance, however, causes the flap, the lid, the door or wing after reaching the end position by the cooperating stop elements may be moved back slightly, which may be surprising for the operator.

Object of the present invention is therefore to provide a hinge of the type mentioned, by means of which an improved, in particular safer

Displacement of the flap, the lid, the door or the wing can be realized in a respective end position.

US 4223420A discloses a hinge with all features of the preamble of claim 1.

This object is achieved by a hinge with the features of claim 1. Advantageous embodiments with expedient and non-trivial developments of the invention are specified in the remaining claims.

In order to create a hinge by means of which a particularly good, in particular secure, opening of the flap, the lid, the door or the wing can be realized, the two stop elements of the stop device each have at least one braking surface, wherein the movable stop element by means of the fixed Stop element in the end position of the hinge is frictionally fixed. In other words, it is provided to provide mutually cooperating stop elements, each comprising a braking surface, so that a self-locking or automatic mutual determination of the stop elements in the end position of the hinge can be achieved by an interaction of Bremsftächen. Thus, for example, if the flap, the cover, the door or the wing from a closed position in an open position and thus brought the hinge in one of its two end positions, so it is determined by the fixed stop member frictionally fixed by the movable stopper opening element. In contrast to the prior art, in which it could come after reaching the operative contact of the two stop elements to a spring back of the flap, the lid, the door or the wing, this is no longer possible. Rather, the at least two corresponding braking surfaces of the two stop elements ensure that the two hinge parts remain frictionally or self-restrained in place in the end position of the hinge. Spring-back of the flap, the lid, the door or the wing after reaching the end position is thus effectively avoided.

This has the particular advantage that an operator when opening the flap, the lid, the door or the wing can reliably assume that no springing back or even that the operator is hit on the head.

The hinge according to the invention comprises a torsion spring drive with at least one torsion spring, by means of which the flap-side hinge part relative to the body-side hinge part is pivotable. Such a torsion spring drive is just like the stopper particularly space-saving design.

According to the invention the movable stop element is arranged on a pivot arm of the torsion spring drive. This results in the one hand, a particularly favorable frictionally locking the hinge in said end position and on the other hand, a particularly space-saving arrangement.

The respectively corresponding brake surfaces of the two stop elements are inclined relative to the direction of movement of the movable stop element. This has the advantage that influences due to production-related tolerances or due to the thermal expansion can be compensated particularly favorable. In addition, there is a particularly favorable frictional mutual, fixing the two stop elements by choosing appropriate angles of inclination

A further preferred embodiment provides that each of the two stop elements each has two braking surfaces. As a result, a particularly effective stop device can be achieved.

If the respective braking surface of the at least one, in particular movable, stop element comprises at least two braking surface regions which are differently inclined with respect to the direction of movement of the movable stop element, this has the advantage that the frictional forces can be selectively controlled during mutual braking of the stop elements.

The embodiment of the stop device provides that at least one of the two stop elements comprises a reversibly compliant material, in particular a plastic material. This results in a damped frictional connection of the stop elements when the hinge reaches the corresponding end position.

A further preferred embodiment provides that one of the two stop elements - and preferably the movable stop element - is designed as a wedge element with two braking surfaces, which cooperates with a further, in particular fixed stop element, which has two corresponding braking surfaces and in particular U-shaped , By Such a wedge mount, which can accommodate the wedge element, is a particularly reliable and accurate stop device to create.

It has further been found to be advantageous if the wedge mount has an inlet radius, an inlet slope or the like for the wedge element.

Finally, it has proven to be advantageous if a foot region of the one, in particular fixed, stop element comprises an absorption surface. Thus, upon reaching the foot region, a correspondingly absorbing damping of the relative movement of the two stop elements can be achieved.

Fig. 1

eine Perspektivansicht auf das als Gelenkscharnier ausgebildete Scharnier für eine Heckklappe eines Coupé- bzw. Cabriolet-Personenkraftwagens mit einem klappenseitigen und einem karosserieseitigen Scharnierteil, welche gelenkig miteinander verbunden sind, wobei die gegenseitige Verschwenkung der Scharnierteile mittels eines Drehfederantriebs mit einer Drehfeder erfolgt, welcher auf Seiten des karosserieseitigen Scharnierteils befestigt ist;

Fig. 2

eine weitere Perspektivansicht auf das Scharnier gemäß Fig. 1 aus einer vorderen Blickrichtung, wobei im Bereich eines Schwenkarms des Drehfederantriebs eine Anschlageinrichtung mit zwei zusammenwirkenden Anschlagelementen erkennbar ist, die zur Begrenzung einer Öffnungsschwenkbewegung bzw. einer Verlagerung des klappenseitigen Scharnierteils gegenüber dem karosserieseitigen Scharnierteil in einer Endstellung des Scharniers miteinander in Wirkkontakt kommen, wobei die beiden Anschlagelemente jeweils zwei miteinander korrespondierende Bremsflächen aufweisen, wobei das bewegbare Anschlagelement mittels des feststehenden Anschlagelements in der Endstellung des Scharniers reibschlüssig festgelegt ist;

Fig. 3

eine Perspektivansicht auf das Scharnier gemäß Fig. 2 in der demgegenüber anderen Endstellung des Scharniers bei geschlossener Heckklappe;

Fig. 4

eine ausschnittsweise Perspektivansicht auf die Anschlageinrichtung mit den Anschlagelementen, welche vorliegend in der Endstellung des Scharniers bei geöffneter Heckklappe miteinander in reibschlüssigem Wirkkontakt stehen; und in

Fig. 5

eine Perspektivansicht auf die Anschlageinrichtung gemäß Fig. 4, wobei vorliegend die beiden Anschlagelemente der Anschlageinrichtung in der anderen Endstellung des Scharniers bei geschlossener Heckklappe dargestellt sind, in welcher die beiden Anschlagelemente nicht miteinander in reibschlüssigem Wirkkontakt sind.

Further advantages, features and details of the invention will become apparent from the following description of a preferred embodiment and from the drawings; these show in:

Fig. 1

a perspective view of the hinge designed as a hinge for a tailgate of a coupé or Cabriolet passenger car with a flap side and a body-side hinge part, which are hinged together, wherein the mutual pivoting of the hinge parts by means of a torsion spring drive with a torsion spring, which on pages the body-side hinge part is attached;

Fig. 2

another perspective view of the hinge according to Fig. 1 from a front view, wherein in the region of a pivot arm of the torsion spring drive a stop device with two cooperating stop elements can be seen, which come to limit an opening pivoting movement or a displacement of the flap side hinge relative to the body-side hinge member in operative contact with each other in an end position of the hinge, the two Stop elements each having two mutually corresponding braking surfaces, wherein the movable stop member is frictionally fixed by means of the fixed stop member in the end position of the hinge;

Fig. 3

a perspective view of the hinge according to Fig. 2 in contrast, other end position of the hinge with the tailgate closed;

Fig. 4

a fragmentary perspective view of the stopper with the stop elements, which in the present case are in frictional operative contact with each other in the end position of the hinge with the tailgate open; and in

Fig. 5

a perspective view of the stop device according to Fig. 4 , In this case, the two stop elements of the stop device are shown in the other end position of the hinge with the tailgate closed, in which the two stop elements are not in frictional operative contact with each other.

Like from the Fig. 1 to 3 can be seen, comprises a hinge, which is designed here for a tailgate of a coupe or convertible vehicle, a rear flap-side hinge part 10 and a body-side hinge part 12, which are hinged together in the region of a single hinge axis S. In other words, the present hinge is a single-joint hinge, and in the context of the invention it should be considered to include that, if appropriate, a multi-joint hinge could also be used. However, the present single hinge has the advantage of being able to be designed to save space. The Fig. 1 and 2 show the hinge in an end position when fully open. tailgate; the Fig. 3 shows the hinge in the other end position in geschossener tailgate.

The flap-side hinge part 10 comprises, starting from the hinge axis S, a first lever region 16 and a second lever region 18, which are arranged at an angle to one another in the region of a crank 14. At the end of the lever portion 18, a mounting bracket 20 for the tailgate, not shown, of the body of the passenger car can be seen.

In the present case, the body-side hinge part 12 comprises two bearing angles 22, 24, which each comprise a fastening leg 26, 28 and a respective bearing leg 30, 32. The two bearing legs 30, 32 extend approximately perpendicular relative to the mounting legs 26, 28 and at a distance approximately plane-parallel to each other.

In this distance between the two bearing legs 30, 32, the flap-side hinge part 10 in particular with its lever portion 16 and the crank 14 dip. The flap-side hinge part 10 is therefore supported on the left and right of a respective bearing leg 30, 32 of the body-side hinge part 12.

Both the body-side hinge part 10 and the flap-side hinge part 12 include respective bores 34, 36, via which the tailgate can be fastened or via which the hinge can be fastened together with the tailgate to the vehicle body.

On the mounting leg 26 of a bearing bracket 22 of the body-side hinge part 10, a torsion spring drive 38 is fixed with a torsion spring 40. For this purpose, the torsion spring 40 is mounted in a bearing block 42. The torsion spring 40, which is provided here from an approximately rectangular metal band, has a first end 44 which is supported on the bearing block 42. Another, unrecognizable end of the torsion spring 40 is connected to a pivot arm 46, which in turn about a bearing axis L is rotatably supported on the bearing block 42.

At its end remote from the bearing axis L, the swivel arm 46 has a joint with a hinge axis G, via which the swivel arm 46 is pivotally connected to a drive arm 48. The drive arm 48 in turn is hinged on the side facing away from the hinge axis G with the lever portion 18 of the flap-side hinge part 10 in the region of another axis A. It can thus be seen that the torsion-spring drive 38 with the hinge forms a multi-joint present in the form of a four-bar link, which comprises the axes S, L, G, A. As a result, this multi-joint results in a pivoting moment acting between the flap-side hinge part 10 and the body-side hinge part 12 when the pivot arm 46 of the torsion-spring drive 38 rotates correspondingly. In the present case, the torsion spring 40 is designed so that it is biased by a spring force when the tailgate is closed or the flap-side hinge part 10 is closed in the direction of the body-side hinge part 12. Conversely, the rotational spring force generated by the bias of the torsion spring 40 is used in opening the hinge in the open position shown here, to assist the opening pivoting movement and consequently to increase the comfort of the operator. The spring force of the torsion spring 40 then initiates a corresponding rotational movement of the pivot arm 40, which in turn the pivoting of the flap-side hinge part 10 relative to the body-side hinge part 12 acts, through the intermediary of the multi-joint S, L, G, A.

As first of all from the Fig. 2 and 3 can be seen, the hinge further comprises a stop means 50, by means of which, in a manner to be described in more detail below, the mutual displacement of the hinge parts 10, 12 in an end position of the hinge to limit. More precisely, the mutual displacement of the hinge parts 10, 12 is to be limited such that the tailgate in its open end position - as shown in the representation of the hinge according to Fig. 2 corresponds - is determined by the stopper 50.

For this purpose, the stop device 50 comprises a stop element 52, which is arranged on a further lever arm 54 of the pivot arm 46.

This stop element 52 cooperates with a further stop element 56 which rests fixed on the body-side hinge part 12 on the mounting leg 26.

The specific embodiment of the two stop elements 52, 56 of the stopper 50 is in particular from the 4 and 5 recognizable, which each show a partial perspective view of the stopper 50.

Fig. 4 shows that position of the movable stop member 52 on the side of the pivot arm 46, in which this is in Wirkköntakt with the corresponding stop member 56 in a manner to be described in more detail below. Thus, in that position, the stop elements 52, 56 that end position of the hinge shown in which the tailgate is fully open.

In contrast, shows Fig. 5 the position of the movable stop member 52 in the closed tailgate or in the Fig. 4 opposite end position of the hinge, in which the two stop members 52, 56 are not engaged with each other.

Accordingly, when the tailgate is opened, the rear flap-side hinge part 10 is pivoted against the body-side hinge part 12, supported by the spring force of the torsion spring drive 38, so that pivoting of the pivot arm 46 with the lever arm 54 around the bearing axis L ensues movable stop member 52 with the body-mounted stop member 56 in operative contact.

As in particular from the 4 and 5 can be seen, the movable stop element 52 is presently designed as a wedge element, which in each case has a braking surface 62, 64 at its parallel to a direction of movement of the stop element 52 extending broad sides 58, 60. These braking surfaces 62, 64 of the movable stop element 52 cooperate with corresponding braking surfaces 66, 68 of the body-mounted stop element 56, which is designed as a substantially U-shaped wedge mount.

As in particular from Fig. 5 can be seen, the braking surfaces 62, 64 of the movable stop member 52 are inclined relative to the direction of movement. More specifically, each of the two braking surfaces 62, 64 includes two braking surface regions 70, 72, which are differently inclined with respect to the direction of movement of the movable stop element 52. In this case, the braking surface region 70, which respectively first dips into the wedge receptacle or the corresponding stop element 56, has a smaller angle of inclination to the direction of movement or to the vertical than the subsequently immersed braking surface region 72. However, this is considerably shorter than the first braking surface region 70.

The corresponding braking surfaces 66, 68 of the body-mounted stop element 70 are adapted to the braking surfaces 62, 64, and in particular to the respective braking surface regions 70. The braking surfaces 66, 68 are spaced apart from each other such that a frictionally engaged operative contact results when the stop element 52 designed as a wedge element projects into the stop element 56 in accordance with FIG Fig. 4 dips.

The two stop elements 52, 56 in the present case consist of a plastic material. In particular, the body-side stop element 56 may be formed from a reversibly resilient material to ensure a good recording and frictional connection with the stop element 52. In particular, production-related tolerances and thermal expansions in the entire hinge can be taken into account by this reversible compliance.

As further from the 4 and 5 can be seen, the body-side stop element - the wedge recording - an inlet radius 74, an inlet slope or The like for the wedge element formed as a stop element 52, so that this is taken in its movement in the wedge mount or the stop element 56 into fit.

In the present case, a foot region 76 of the body-side abutment element is optionally designed as an absorption surface made of a different material, in order to absorb any kinetic energy of the abutment element 52. Thus, if the stop element 52 strikes the abutment element 56 at a considerable speed, for example as a result of a strong opening pivot movement, surplus energy can optionally be absorbed by the foot region 76 if the movement of the abutment element 52 can not be stopped in time by means of the corresponding brake surfaces 62 to 68 ,

Overall, it can be seen from the figures that presently a stop device is provided, by means of which it is ensured that the hinge parts 10, 12 in a mutual end position - in this case the maximum opening position of the tailgate - are mutually fixed. This is done by the fact that the two stop elements 52, 56 frictionally come into operative contact via the braking surfaces 62 to 68 and thus are set against each other. A spring-back of the tailgate, due to the stop elements 52, 56, is thus not possible. Rather, the two stop elements 52, 56 ensure that they remain frictionally engaged with each other in operative contact. As a result, the two hinge parts 10, 12 remain fixed in their mutual position. After reaching the end position thus remains the tailgate, for example, in its open position, without this springs back by a certain way.

By the suitable choice of the angle of inclination of the respective braking surface regions 70, 72, in particular the frictional force or the frictional connection with which the movable stop element 52 enters and is held in the body-fixed stop element 56 is determined. In the present configuration, in which the braking surface regions 70 have a smaller angle of inclination, the stop element 52 initially runs at a slightly higher speed into the stop element 56 when the tailgate is opened, before, in the further course - due to the more inclined braking surface regions 72 - increased braking the movable stop member 52 within the body-mounted stop member 56 optionally takes place. Should this deceleration not be sufficient, the rest of the energy can also be absorbed by means of the foot region 76. It is clear that instead of the foot portion 76 on the side of the body-mounted stop member 76th Also, a corresponding element may be provided on the side of the movable stop member 52.

By the present brake shoe stop thus the energy of the tailgate is braked and this remains, without spring back, stand in its open end position. The stopper 50 absorbs a lot of energy in a small space and can be used in many ways. The stop element 52 designed as a wedge element preferably runs with a defined oversize and a defined wedging in the stop element 56 designed as a brake shoe or wedge-shaped receptacle. Thus, the tailgate is gently braked and runs accordingly soft in the open position.

Claims (6)

1. Hinge for a flap, a lid, a door, a wing or the like of a motor vehicle body, comprising a flap-side hinge part (10) and a body-side hinge part (12), which are pin-connected to one another, and further comprising a stop device (50) with cooperating stop elements (52, 56), which come into active contact with one another in an end position of the hinge in order to limit a mutual displacement of the hinge parts (10, 12), wherein
   the stop elements (52, 56) comprise a movable stop element (52) and a stationary stop element (56), wherein
   each of the two stop elements (52, 56) of the stop device (50) has at least one braking surface (62-68), whereby the movable stop element (52) can be located frictionally in the end position of the hinge by means of the stationary stop element (56), wherein
   the corresponding braking surfaces (62-68) of the two stop elements (52, 56) are inclined with respect to the movement direction of the movable stop element (52), wherein
   at least one of the two stop elements (52, 56) of the stop device (50) comprises a reversibly yielding material, in particular a plastic material,
   characterised in that a torsion spring drive (38) with at least one torsion spring (40) is provided for opening the flap or the like, by means of which torsion spring drive (38) the flap-side hinge part (10) can be pivoted relative to the body-side hinge part (12), wherein
   the movable stop element (52) is mounted on a swivel arm (46) of the torsion spring drive (38).
2. Hinge according to claim 1,
   characterised in that
   each of the two stop elements (52, 56) has two braking surfaces (62-68).
3. Hinge according to claim 1 or 2,
   characterised in that
   the respective braking surface (62, 64) of the movable stop element (52) in particular has at least two braking surface regions (70, 72) having a different inclination with respect to the movement direction of the movable stop element (52).
4. Hinge according to any of the preceding claims,
   characterised in that
   one of the two stop elements (52) is designed as a wedge element with two braking surfaces (62, 64) and the other stop element (56) is designed as an in particular U-shaped wedge receptacle with two corresponding braking surfaces (66, 68).
5. Hinge according to claim 4,
   characterised in that
   the wedge receptacle (74) has an entry radius (74), an entry bevel or the like for the wedge element (52).
6. Hinge according to any of the preceding claims,
   characterised in that
   a foot region (76) of the one stop element (56) comprises an absorption surface.

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