EP2698547A2 - Vehicle door drive with gear rack - Google Patents

Abstract

The drive (1) has a doubled-working fluidic actuator (81) with rack gears (82) and a gear wheel (2) that is combined with the rack gears over which a vehicle door is more drivable. The rack gears are acted over two piston cylinder units (6, 7) in opening and closing directions. The rack gears are formed with two separate rack gear parts (3, 4) acting on and clamped with the gear wheel in the directions. Two cylinders (24a, 24b) of the cylinder units are formed in a common housing (12). Spring- and/or damping elements (32b) are arranged in pressure chambers (38b) of the cylinder units.

Description

TECHNICAL FIELD OF THE INVENTION

The invention relates to a vehicle door drive, in particular a drive for a vehicle or gullwing door of a bus, a rail vehicle u. ä.

STATE OF THE ART

DE 10 2010 002 625 A1 discloses a vehicle door drive in which a double-acting fluidic actuator is used. The actuator is formed with a toothed rack whose end regions form two pistons which, with associated cylinders, form piston-cylinder units, via which the toothed rack can be acted upon in an opening and a closing direction. The rack and its actuation directions are horizontally oriented in the vehicle. The gear is non-rotatably coupled to a vertically extending in the vehicle pivot column on which the vehicle door is held. The actuation of the piston-cylinder units has the movement of the rack, the rotation of the gear with the rotary column and ultimately a pivoting of the vehicle door in the opening or closing direction result. By means of an additional piston-cylinder unit, a vertical movement of the rotary column can also be brought about for locking a closed position of the vehicle door, for which the gear carries out a sliding movement relative to the rack. DE 10 2010 002 625 A1 also describes a possibility for the formation of a control circuit of the fluidic admission of the pressure chambers of the piston-cylinder units.

OBJECT OF THE INVENTION

• der Möglichkeiten für die Bauraumgestaltung,
• der Möglichkeiten für die Steuerung oder Regelung (im Folgenden Steuerung) der Stellbewegung,
• eine Vermeidung eines Spiels in dem Betätigungsmechanismus und/oder
• einer Präzision der mit dem Fahrzeugtürantrieb herbeigeführten Stellbewegung der Fahrzeugtür

verbessert ist.The invention has for its object to propose a fluidic vehicle door drive, which in terms

• the possibilities for the construction space design,
• the possibilities for the control or regulation (hereinafter control) of the adjusting movement,
• avoidance of play in the actuating mechanism and / or
• a precision of the induced with the vehicle door drive adjusting movement of the vehicle door

is improved.

DE 599 780 A discloses a vehicle door operator in which a single driving piston of a solenoid is operable with a single-acting pressure cylinder in one direction under the action of a return spring, while the return movement is caused by the return spring. A rack formed with two rack parts meshes with a gear which drives the vehicle door via a rotatably coupled shaft. In order to produce both an opening movement and a closing movement with the single piston which can be actuated only in one direction of movement, an automatically alternately actuated mechanical switching device with a displaceable sliding block is provided. For a first opening stroke, the switching device couples the piston with a first toothed rack part used for the opening stroke. After complete passage through the opening stroke and return movement of the piston by means of the return spring, the switching device triggers motion-controlled coupling of the switching device with the first rack member and instead provides a coupling with the second rack member. The re-actuation of the piston then has a closing movement of the vehicle door result. After complete passage of the closing stroke and return movement of the piston as a result of the return spring, an opening stroke can then be carried out again.

SOLUTION

The object of the invention is achieved with the features of the independent claim. Further preferred embodiments according to the invention can be found in the dependent claims.

DESCRIPTION OF THE INVENTION

The present invention is based initially on the knowledge that the possibilities for the space design for a vehicle door drive according to DE 10 2010 002 625 A1 are limited: The actuator formed with the two piston-cylinder units and the rack has a longitudinal extent, which results from the sum of the longitudinal extent of the rack and the two piston-cylinder units. This longitudinal extent determines the required (there horizontal) installation space of the vehicle door drive in the vehicle in the immediate vicinity of the vehicle door.

Furthermore, the present invention is based on the recognition that is problematic in known, based on the meshing engagement of a gear in a rack vehicle door drives that it can come between the gear and rack to a tooth flank clearance. This has the consequence that a vehicle door in a predetermined position by the rack (without otherwise securing) in a predetermined by the backlash "girth" can "slack". Any control or regulation of the Stellbe movement of the vehicle door is subject to the backlash with an uncertainty or error. In any case, the backlash for a reversal of the adjustment movement of the vehicle door drive is effective. The problems mentioned are counteracted according to the prior art by keeping backlash as small as possible, which, however, increases the production costs in view of reduced tolerances. Furthermore, an increased effort for the control or regulation of the fluidic loading of the actuator must be carried out, for example by direct or indirect detection of the relative position of the tooth flanks in the game.

According to the invention, a modified design of the vehicle door drive is surprisingly proposed by means of which the above-described problems can be mitigated or even eliminated. According to the fluidic actuator is not formed with a single on both sides acted upon rack, which meshes with the gear. Rather, the rack is formed with two separate, each with the gear (for example on opposite sides of the teeth of the gear) meshing rack parts. This results in extended possibilities for the construction space design. For example, it is possible that the two rack parts and the associated piston-cylinder units are arranged one below the other, whereby ultimately the longitudinal extent of the actuator is reduced, while possibly the overall height of the actuator is increased. One Such changed vehicle door drive may be better integrated into the vehicle and the entry area of the same possibly.

In addition, under certain circumstances, that for a one-piece rack an altered direction of movement of the rack and thus of the gear and the rotary column requires that the sense of direction of the resultant of the restoring forces of the two piston-cylinder units changes on the rack, but with a possible backlash between Gear and rack is effective. On the other hand, for the inventive use of the two separate rack parts on each rack member by the associated piston-cylinder unit, a force can be generated, which always acts in the same direction. But this is also the rack member always in the same direction on associated tooth flanks of the gear. The torque exerted by the rack parts on the gear corresponds to the resulting moment of the two oppositely acting actuating forces of the two rack parts, whereby the resulting torque depends on the force difference of the force exerted on the gear by the two rack parts actuating forces. While the actuating force of the first piston-cylinder unit outweighs the actuating force of the second piston-cylinder unit for one actuating direction, this is reversed for the other actuating direction, without the sense of direction of the loading of the tooth flanks of the gear through the tooth flanks of the two rack parts changes. Thus, a backlash for the vehicle door drive according to the invention may not be effective. Additional measures for constructive avoidance of backlash as a reduction of tolerances and for consideration of a backlash in the control or regulation of the vehicle door drive thus unnecessary according to the invention.

In the context of the invention, the two rack parts at any location around the circumference of the gear with the gear in operative connection and thus have any longitudinal and actuation axes. The arrangement of the two rack parts above one another and shown in the drawings above is chosen only by way of example.

It is entirely possible that the two cylinders of the piston-cylinder units are formed in different housings, which may then be formed separately or may be flanged to each other. For an embodiment of the invention, however, the two cylinders of the piston-cylinder units are formed in a common housing, whereby a Simplification of assembly and / or manufacturing, a rigid design, a compact arrangement and / or avoiding a faulty mounting can result.

In a further embodiment of the invention, the cylinders of the piston-cylinder units are arranged with parallel adjusting axes on opposite sides of the gear, whereby a particularly compact arrangement can result. Here, the piston-cylinder units can be arranged with axial overlap or even without axial offset from each other.

It is entirely possible that the rack parts are coupled via further connecting elements with the piston of the piston-cylinder units, as long as an adjusting movement and actuating force from the piston to the rack parts is transferable. Under certain circumstances, this can also be done with the interposition of a geared connection. In a further embodiment of the invention, however, the end faces of the rack parts form (directly) the piston of the piston-cylinder units, whereby a further simplification of production, reducing the material cost, increasing the rigidity and / or reducing the required space can be achieved.

It is entirely possible that the vehicle door drive is designed without further measures for a cushioning. For example, a cushioning can also be done in the further chain of action between the vehicle door drive and the vehicle door or caused by elastic stop elements between the vehicle door and the vehicle. It is also possible in the context of the present invention that a fluidic cushioning takes place by influencing the fluidic loading of the piston-cylinder units by the controller. For a particular embodiment according to the invention, at least one spring and / or damping element is arranged in at least one pressure chamber of the piston-cylinder units, whereby a compact arrangement is already ensured by integration of the spring and / or damping element into the pressure chamber. In an end region of the stroke of the associated rack member, the spring and / or damping element between the housing and the piston of the piston-cylinder unit is effective, so that the force relationships on the rack member and thus the gear, the rotary column and the vehicle door in addition to the fluidic loading is influenced by the application of the spring and / or damping element.

In principle, any spring elements can be used for the spring and / or damping element, in particular an elastomeric spring element, a plurality of spring elements, tension springs and the like arranged in series or parallel to one another. Ä. In a particular embodiment of the invention, the spring and / or damping element is formed with a compression spring. About the characteristic of the compression spring, the end position behavior of the vehicle door drive can be influenced. Preferably, the force exerted by the compression spring on the rack member pressing force is greater with increasing approach of the rack member to the end position, whereby an increasing adjustment-dependent deceleration of the movement of the rack member (and thus the vehicle door) takes place with approach to the end position.

For a further inventive idea, the spring and / or damping element is formed with a damping chamber. This damping chamber may be filled and at least temporarily coupled with the fluidic loading of the piston-cylinder units. The damping chamber is limited for this embodiment by a recess which may be formed for example in the piston or the rack member, as well as by a relative to the recess under sealing slidable damping piston. In the end region of the stroke with an increasing approach to the end position, there is a relative movement between the damping piston and the recess. This relative movement has the consequence that fluid must be pressed out of the damping chamber through a throttle cross-section of the spring and / or damping element. In this way, depending on the throttle cross-section, a particularly speed-proportional damping effect can be brought about. Preferably, a spring element is integrated into the damping chamber, which ensures that with movement away from the end position of the damping piston is moved back to its original position with increasing the volume of the damping chamber.

In the context of the present invention, it is both possible that the spring and / or damping element is held on the housing, so that it comes in the end region of the stroke with approach to the end position for engagement with the piston or the rack member, as well as possible in that the spring and / or damping element is held on the piston or on the toothed rod part, so that it interacts with the housing in the end region of the stroke as it approaches the end position. Here, the spring and / or Däm-pfungselement be at least partially integrated into the housing or the piston or the rack member, whereby the compactness can be further increased.

As explained above, a complete avoidance of a backlash requires that both rack parts are constantly subjected to a basic actuating force, which act in opposite directions on the gear and cancel each other out. There are many possibilities for generating this basic force. To mention only a non-limiting example, a loading of the rack parts by a permanently effective spring can be done with the basic actuating force. A particular embodiment of the invention proposes that in each case a throttle is arranged in a line to the piston-cylinder units for the fluidic loading, which has the consequence that even with a connection of the piston-cylinder unit with a pressure sink over this line the pressure in the pressure chamber of the piston-cylinder unit does not drop too fast, so no basic actuating force would be guaranteed. Rather, the throttle ensures at least for a limited period sufficient pressure in the pressure chamber and thus the basic actuating force, which excludes or reduces the influence of a backlash.

With an adjusting movement of the two rack parts back rooms of the rack parts and / or piston must be vented. This can be done via suitable ventilation. For a proposal according to the invention, however, the back spaces of the two rack parts are fluidly connected to each other. This embodiment is based on the recognition that a movement of a rack member or piston, which requires ventilation of the associated back space, is always connected to a movement of the other rack member or piston, which is connected to a venting of the back space of this other rack member. Thus, due to the fluidic connection according to the invention of the two back spaces, the fluid arranged in the back chambers can only be pushed back and forth with the adjusting movement of the toothed rack parts or pistons. For this purpose, the two toothed rack parts or pistons preferably have the same effective surfaces with regard to the rear spaces.

In order to influence the sliding movement of the toothed rack parts, in particular to avoid stick-slip effects and / or to prevent wear, in the context of the present invention, a guidance of the two rack parts via sliding elements relative to the at least one housing.

Basically, the structural design and the geometry of the rack parts are no limits. For a particular proposal of the invention is at least one rack part in a rough approximation L-shaped. In the region of the horizontal leg of the L then the piston-cylinder unit is formed. The effective for the fluid piston surface is in this case the side of the horizontal leg of the L, which is oriented away from the vertical leg of the L. In the region of the vertical leg of the L, however, the toothing is arranged, namely on the side of the vertical leg of the L, from which extends the horizontal leg. Here, the gear may be at least partially disposed in the interior of the rectangle defined by the L, which may result in increased compactness of the actuator and the vehicle door drive.

In a further embodiment of the invention, the vehicle door drive is equipped with a sensor. The sensor can in this case be integrated in the vehicle door drive, for example in a housing and / or internal parts. It is also possible that a sensor is attached or flanged with a separate housing to a housing of the vehicle door drive. Also possible is a modular design of the sensor, possibly with associated housing, so that the vehicle door drive can be delivered either with or without or with different sensors. It is possible that the sensor is a pressure or force sensor, via which a force of the actuator is detected. It is also possible that the sensor is a displacement or speed sensor for detecting the movement of the gear, the rotary column, the rack parts o. Ä., Is. Here, the sensor for the entire travel an adjusting movement at discrete points or continuously detect. Furthermore, it is possible that the travel is detected only in an end region approaching an end position. It is also possible that the sensor is designed as a "limit switch", which only generates a binary signal in dependence on whether an end position (for example, "door open" or "door closed") is reached or not. In this case, any measuring principle known per se can be used in the sensor.

Advantageous developments of the invention will become apparent from the claims, the description and the drawings. The advantages of features and of combinations of several features mentioned in the description are merely exemplary and can take effect alternatively or cumulatively, without the advantages having to be achieved by embodiments according to the invention. Without altering the subject matter of the appended claims, as regards the disclosure content of the original application documents and the patent, the following applies: Further features are the drawings - in particular the illustrated geometries and the relative Dimensions of several components to each other and their relative arrangement and operative connection - refer. The combination of features of different embodiments of the invention or of features of different claims is also possible deviating from the chosen relationships of the claims and is hereby stimulated. This also applies to those features which are shown in separate drawings or are mentioned in their description. These features can also be combined with features of different claims. Likewise, in the claims listed features for further embodiments of the invention can be omitted.

BRIEF DESCRIPTION OF THE FIGURES

Fig. 1

zeigt in einem Längsschnitt einen erfindungsgemäßen Fahrzeugtürantrieb mit Annäherung an eine erste Endlage.

Fig. 2

zeigt den Fahrzeugtürantrieb gemäß Fig. 1 mit Annäherung an eine zweite Endlage.

Fig. 3

zeigt einen Schnitt III-III durch den Fahrzeugtürantrieb gemäß Fig. 2.

Fig. 4

zeigt in einem Längsschnitt eine alternative Ausgestaltung eines Fahrzeugtürantriebs.

Fig. 5

zeigt beispielhaft einen Steuerkreis, in welchem der erfindungsgemäße Fahrzeugtürantrieb Einsatz finden kann.

Fig. 6

zeigt eine alternative Ausgestaltung eines Steuerkreises, in welchem zwei erfindungsgemäße Fahrzeugtürantriebe Einsatz finden können.

In the following, the invention will be further explained and described with reference to exemplary embodiments shown in the figures.

Fig. 1

shows a longitudinal section of a vehicle door drive according to the invention with approach to a first end position.

Fig. 2

shows the vehicle door drive according to Fig. 1 with approach to a second end position.

Fig. 3

shows a section III-III through the vehicle door drive according to Fig. 2 ,

Fig. 4

shows in a longitudinal section an alternative embodiment of a vehicle door drive.

Fig. 5

shows an example of a control circuit in which the vehicle door drive according to the invention can be used.

Fig. 6

shows an alternative embodiment of a control circuit in which two vehicle door drives according to the invention can be used.

DESCRIPTION OF THE FIGURES

Fig. 1 shows a vehicle door drive 1, in which a rack and pinion drive is formed with a gear 2, which meshes on opposite sides with rack parts 3, 4. The gear 2 is coupled in a known manner with at least one vehicle door, in particular via a rotatably coupled to the gear 2 rotary column 5 (s. Fig. 5 and 6 ). The rack and pinion parts 3, 4 are fluidically, in particular hydraulically, in actuating directions 8, 9 along piston-cylinder units 6, 7 acted upon parallel to each other actuated axes 10, 11 act, the piston-cylinder units 6, 7 generate actuating forces which parallel oriented to each other and have the same sense of direction. In Fig. 1 takes place in the direction of adjustment 8 in fluidic pressurization of the piston-cylinder unit 6 an exercise of a force F ₃ on the gear 2 via the meshing teeth, which causes a moment on the gear 2, which is oriented counterclockwise. By contrast, the fluidic admission of the piston-cylinder unit 7 leads to a force F ₄ in the direction of adjustment 9, which exerts a torque on the gear 2, which is oriented in a clockwise direction. The resulting ultimately on the gear 2 resulting moment M _R thus results from M _R = (F ₃ - F ₄ ) x R, where R denotes the effective radius of the gear 2. It is possible to bring about a reversal of the direction of the resulting moment M _R depending on which of the actuating forces F ₃ or F ₄ predominates. Regardless of the sense of direction of M _R can thus be generated at the piston-cylinder units 6, 7 actuating forces, which have the consequence that the tooth flanks of the teeth of the rack parts 3, 4 constantly abut in the same direction on tooth flanks of the toothing of the gear 2 ,

The vehicle door drive 1 is formed with a housing 12 which is penetrated by two coaxial with the actuating axes 10, 11 oriented stepped bores 13, 14. The holes 13, 14 are formed substantially coincident, so that in the following only the geometry of a stepped bore is described, the corresponding applies to the other stepped bore 13, 14 applies. Here, reference numerals for the bore 13 in the figures are marked with the additional letter a, while these are marked for the bore 14 with the additional letter b. The reference numerals are partially only in one of the holes 13, 14 and / or in one of FIGS. 1 and 2 entered.

The bore 13 is formed with cylindrical sections, which in Fig. 1 be continuously extended from the right via steps to the left. In the right end region of the housing 12, the bore 13 forms a passage internal thread 15, which has a shoulder 16 An end stop body 18 is formed in a rough approximation T-shaped, wherein a vertical leg of the T is equipped with an external thread, via which the Endanschlagkörper 18 can be screwed to the through-internal thread 15. The transverse leg of the T is under sealing, here by means of a sealing element inserted into a circumferential groove 19, sealing receiving in the cylindrical surface 17. The vertical leg of the T has in the outwardly projecting or externally accessible end region an engagement surface for a tool, in particular a cavity 20 with a suitable cross section for a polygonal tool. Depending on the extent of the screwing of Endanschlagkörpers 18 with the passageway internal thread 15, the Endanschlagkörper 18 for adjusting the position of its formed by the transverse leg of the T end face 21 along the actuating axis 10, 11 are displaced.

Via a further shoulder 22, the cylindrical surface 17 merges into a further cylindrical surface 23, with which the housing 12 forms a cylinder 24 of the piston-cylinder unit 6 or 7. In the cylinder 24, a piston 25 of the piston-cylinder unit 6 and 7, respectively displaceably guided along the actuating axis 10, 11 by sealing by a sealing element 26. For the illustrated embodiment, the pistons 25 are integrally formed by the rack parts 3, 4. For this purpose, the rack parts 3, 4 in the longitudinal section shown in a rough approximation L-shaped with a vertical leg 27 and a shorter horizontal leg 28. In Fig. 1 the two L are arranged horizontally, wherein the vertical legs 27 are oriented parallel to each other and parallel to the actuating axes 10, 11, while the horizontal legs 28 are directed towards each other in orientation parallel to each other. (Here "vertical" and "horizontal" not the orientation in the figures, but the alignment in the letter "L".) The horizontal leg 28 forms on the side facing away from the vertical leg 27, the piston 25 from. The vertical leg 27 form on the sides facing teeth 29, with which they mesh with a toothing 30 of the gear 2. On the opposite side of the teeth 29 of the vertical leg 27, these are slidably guided relative to the cylindrical surface 23, to which the cylindrical surface 23 may be at least partially coated or may be formed with a sleeve inserted into the housing 12 or a sliding member 31.

As an option, spring and / or damping elements 32 may be arranged in the area of the pistons 25, which are used to approximate the toothed rack parts 3, 4 and thus also the vehicle doors to end positions, which have an open position or a closed position of the vehicle door correlate, the movement of the rack and pinion parts 3, 4 decelerate and / or limit. For that in the Fig. 1 and 2 illustrated embodiment, the spring and / or damping elements 32 are formed with an end cylindrical recess 33 of the piston 25. In the recesses 33 damping piston 34 are used, which are guided parallel to the actuating axes 10, 11. The damping piston 34 are formed in the longitudinal section shown U-shaped, wherein the U in Fig. 1 is arranged lying with opening in the direction of the recess 33. The vertical leg of the U are guided with their end regions under sealing by sealing elements 35 in the recess 33 slidably. With the recess 33 and the damping piston 34, a damping chamber 36 is limited, the volume of which changes with a relative movement of the damping piston 34 relative to the piston 25. The horizontal leg of the U of the damping piston 34 has a Durchgangsausnehmung 37, through which the damping chamber 36 is connected to a pressure chamber 38 of the piston-cylinder unit 6, 7, when the rack parts 3, 4 are in setting positions in which the damping piston 34 is not on the front side 21 of the Endanschlagkörpers 18 rests. With abutting on the end face 21 damping piston 34, the through-passage 37 is closed, while a not shown in the figures throttle cross section 39 remains, which may be formed for example by a groove of the end face 21 abutting the damping piston 34 or by a transverse bore of the damping piston 34 , In the interior of the damping chamber 36, a prestressed compression spring 40 is arranged, one spring base of which is supported on the bottom of the recess 33, while the other spring base is supported on the damping piston 34. The damping piston 34 is spaced from the end face 21 of the Endanschlagkörpers 18, the compression spring 40 presses the damping piston 34 in a position with maximum damping volume of the damping chamber 36, this position is predetermined by a stop 41 between the damping piston 34 and piston 25.

The effect of the spring and / or damping element 32 is as follows: Off the end positions, the damping piston 34 is spaced from the end face 21 of the Endanschlagkörpers 18, whereby the damping chamber 36 via the through-passage 37 fluidly with the pressure chamber 38 of the piston-cylinder unit 6, 7 is connected. Approaching an end position, an end face 42 of the damping piston 34 comes to bear against the end face 21 of the end stop body 18, whereby the passage recess 37 is at least partially closed. Further movement of the rack member 3, 4 in the direction of the end position requires compression of the compression spring 40, whereby by the compression spring 40 a adjustment-dependent braking force on the rack member 3, 4 is exercised. Furthermore, the movement towards the end position requires that fluid from the damping chamber 36 is displaced by the throttle cross-section 39, thus providing an additional braking force, which is preferably proportional to the speed. The end position can be achieved, for example, when the damping piston 34, preferably with the ends of the vertical leg of the U, comes to rest against the bottom of the recess 33.

On the side facing away from the piston 25, the rack parts 3, 4 together with the housing 12 and closure plates 43 define return spaces 44. The return spaces 44 are fluidly coupled to each other, so that in the opposite movement of the rack parts 3, 4 fluid from a rear space 44a in the other back space 44b (and vice versa) is "pushed".

The holes 13, 14 are closed by cover 45 from the environment.

As a further possible option, a toothed rack part 3, 4 or piston 25 can be equipped with a sensor element 46 which is moved with the adjusting movement and which can cooperate with another sensor element 47 fixed to the housing. The sensor elements 46, 47 together form a sensor 48, which detects the adjusting movement of a toothed rack part 3. For the illustrated embodiment, the sensor part 46 is formed with a permanent magnet, which cooperates with a responsive to the magnetic field of the permanent magnet sensor element 47. The sensor element 47 is arranged for the illustrated embodiment in a separate housing, which is attached to the housing 12 or flanged. The sensor 48 has a plug 49, by means of which a power supply of the sensor 48 can take place and / or a discharge of a signal of the sensor 48, for example to a control unit for controlling the vehicle drive 1, can be connected. It is also possible that the sensor 48 is designed as a reed sensor or contact.

Fig. 1 shows the vehicle door drive 1 for approaching an end position for which the volume of the pressure chamber 38a is minimized while the volume of the pressure chamber 38b is maximized. On the other hand shows Fig. 2 an approach to the other end position for which the volume of the pressure chamber 38b is minimized while the volume of the pressure chamber 38a is maximized.

For a particularly space-saving design of the vehicle door drive, the vertical legs 27 of the L-shaped rack parts and the horizontal legs 28 form a rectangle with a recess 83 away from these legs 27, 28. In the area of the recess 83, the gear 2 is partially arranged.

In the section III-III according to Fig. 3 the supply of the fluid to the two pressure chambers 38a, 38b can be recognized via connections 50a, 50b, which are fluidically connected to the pressure chambers 38 via throttles 51 and bores 52.

Fig. 4 shows an alternative embodiment of the vehicle door drive 1, for which the spring and / or damping elements are formed without damping piston 34. In this case, the Endlagendämpfung exclusively by a (possibly more dimensioned in this case) compression spring 40. For the illustrated embodiment, the Endanschlagkörper 18 has a extending into the pressure chamber 38 extension 53, which on the one hand to guide the compression spring 40 and the bondage of a Federfußpunkts the compression spring 40 can serve and on the other hand can come with its front page for specifying an end stop to rest against the bottom of the recess 33.

Fig. 5 shows an exemplary fluidic, in particular hydraulic control circuit for controlling the piston-cylinder units 6, 7 of a vehicle door drive 1. The pressure chambers 38 are connected via the associated throttles 51 with suction and pressure side connections of a reversible pump 54, so that depending on the drive direction of the Pump 54 fluid, in particular a hydraulic medium, from the pressure chamber 38a to the pressure chamber 38b and vice versa is conveyed. With regard to further details, in particular to control options, to connections of the control circuit with a fluid supply 55 on both sides of the pump 54 via check valves 56, 57, to a branch line 58, which one side of the pump 54 via a check valve 59 with an additional piston-cylinder Unit 60 for lifting the rotary column 5 connects and to a vent line 61 which connects a pressure chamber of the piston-cylinder unit 60 via a check valve 62 to the reservoir 55, wherein the check valve 62 by a pressure in the control chamber 38 b acted upon control line 63 or manually via an actuator 64 can be unlocked or opened on the patent application DE 10 2010 002 625 A1 referenced, the content of which is the subject of the present patent application.

Fig. 6 shows an integration of two vehicle door drives 1a, 1b in an electro-hydraulic control circuit for the synchronous drive of two vehicle doors 65, 66, which are here each formed with two door wings, via associated rotary columns 5a, 5b. In particular with regard to the structure of the control circuit, the control options, the detection of the adjusting movement via sensors 67a, 67b, at least one manual valve 68, a supply of the pressure chambers via check valves 69, 70, the control of the check valves 69, 70 via control lines 71, 72, check valves 73rd , 74 for the purpose of replenishing leakage fluid from a supply 75, the control possibilities, the integration of a reversible pump 76, integration of a control unit 77 with supply of the signals of the sensors 67a, 67b, the activation of a drive unit 78 for the pump 76, the use of a single Pressure sensor 79 for detecting the pressure in the two admission paths using a shuttle valve 80 and other aspects is to the non-prepublished patent application EP 12 150 385.8 the applicant, which is the subject of the present application.

With the gear 2 and the racks 3, 4, a fluidic, in particular hydraulic actuator 81 is formed. Here, the two rack parts 3, 4 together form a fictitious "rack" 82, which serves to actuate the gear 2 in both directions and thus (with the above-mentioned additional advantages) causes the effect of a one-piece rack according to the prior art. It should be noted that according to the invention, the rack 82 is not designed as a one-piece rack, but this is formed with two relatively moved rack parts 3, 4.

LIST OF REFERENCE NUMBERS

1

Vehicle door drive

2

gear

3

Rack member

4

Rack member

5

rotating column

6

Piston-cylinder unit

7

Piston-cylinder unit

8th

setting direction

9

setting direction

10

operating axis

11

operating axis

12

casing

13

drilling

14

drilling

15

Passage internal thread

16

paragraph

17

cylindrical surface

18

Endanschlagkörper

19

sealing element

20

cavity

21

front

22

paragraph

23

cylindrical surface

24

cylinder

25

piston

26

sealing element

27

vertical leg

28

horizontal leg

29

gearing

30

gearing

31

Slide

32

Spring and / or damping element

33

recess

34

damping piston

35

sealing element

36

damping chamber

37

through recess

38

pressure chamber

39

Throttle cross section

40

compression spring

41

attack

42

front

43

closing plate

44

backcourt

45

cover

46

sensor element

47

sensor element

48

sensor

49

plug

50

connection

51

throttle

52

drilling

53

extension

54

pump

55

stock

56

check valve

57

check valve

58

branch line

59

check valve

60

Piston-cylinder unit

61

vent line

62

check valve

63

control line

64

actuator

65

vehicle door

66

vehicle door

67

sensor

68

Manual control valve

69

check valve

70

check valve

71

control line

72

control line

73

check valve

74

check valve

75

stock

76

pump

77

control unit

78

power unit

79

pressure sensor

80

shuttle valve

81

actuator

82

rack

83

recess

Claims (14)

Vehicle door drive (1) having a double-acting fluidic actuator (81) with a toothed rack (82) and a toothed wheel (2) meshing with the toothed rack (82), by means of which a vehicle door can be driven, wherein the toothed rack (82) has two piston rods. Cylinder units (6, 7) in the opening and closing direction can be acted upon, characterized in that the rack (82) with two separate, each with the gear (2) meshing and acting in opposite directions on the gear rack parts (3, 4th ) is formed. Vehicle door drive (1) according to claim 1, characterized in that the two cylinders (24a, 24b) of the piston-cylinder units (6, 7) are formed in a common housing (12). Vehicle door drive (1) according to one of the preceding claims, characterized in that the cylinders (24a, 24b) of the piston-cylinder units (6, 7) are arranged on opposite sides of the toothed wheel (2). Vehicle door drive (1) according to one of the preceding claims, characterized in that end faces (42a, 42b) of the toothed rack parts (3, 4), the pistons (25a, 25b) of the piston-cylinder units (6, 7) are formed. Vehicle door drive (1) according to one of the preceding claims, characterized in that in at least one pressure chamber (38a, 38b) of the piston-cylinder units (6, 7) a spring and / or damping element (32a, 32b) is arranged, which in an end region of the stroke of the associated rack member (3, 4) between the housing (12) and the piston (25a, 25b) of the piston-cylinder unit (6, 7) comes into effect. Vehicle door drive (1) according to claim 5, characterized in that the spring and / or damping element (32a, 32b) with a compression spring (40a, 40b) is formed. Vehicle door drive (1) according to claim 5 or 6, characterized in that the spring and / or damping element (32a, 32b) with a damping chamber (36a, 36b) is formed, which of a recess (33a, 33b) and one with respect to the Recess (33a, 33b) with sealing slidable damping piston (34a, 34b) is limited, wherein in the end region of the stroke for an increasing approach to the end position with a relative movement between the damping piston (34a, 34b) and recess (33a, 33b) fluid the damping chamber (36a, 36b) by a throttle cross section (39a, 39b) of the spring and / or damping element (32a, 32b) is pressed. Vehicle door drive (1) according to one of claims 5 to 7, characterized in that the spring and / or damping element (32a, 32b) on the housing (12) is held. Vehicle door drive (1) according to one of claims 5 to 7, characterized in that the spring and / or damping element (32a, 32b) on the piston (25a, 25b) or on the rack member (3, 4) is held. Vehicle door drive (1) according to one of the preceding claims, characterized in that a throttle (51) in a line to at least one piston-cylinder unit (6, 7) is arranged. Vehicle door drive (1) according to one of the preceding claims, characterized in that rear spaces (44a, 44b) of the two toothed rack parts (3, 4) or pistons (25a, 25b) are fluidically connected to one another. Vehicle door drive (1) according to one of the preceding claims, characterized in that the two toothed rack parts (3, 4) via a sliding element (31 a, 31 b) relative to the housing (12) are guided. Vehicle door drive (1) according to any one of the preceding claims, characterized in that at least one rack member (3, 4) is formed in a rough approximation L-shaped, wherein a) in the region of the horizontal limb (28a, 28b) of the L, the piston (25a, 25b) is formed and b) in the region of the vertical leg (27a, 27b) of the L on the side of the vertical leg (27a, 27b) from which the horizontal leg (28a, 28b) extends, a toothing (29a, 29b) is arranged. Vehicle door drive (1) according to one of the preceding claims, characterized in that a sensor (48) for detecting a movement is present.

Images