EP3205801B1 - Vehicle door drive device - Google Patents

Description

TECHNICAL FIELD OF THE INVENTION

The invention relates to a vehicle door drive device for a vehicle door, for example an omnibus or a rail vehicle, which can be a single door or a double door. Here, the vehicle door is moved with a longitudinal movement (in particular parallel to the longitudinal axis of the vehicle) in order to open a door opening, for example for passengers to get on and off. In order to ensure on the one hand that in a closed position of the vehicle door the vehicle door can be arranged as far as possible flush with the outer contour of the vehicle, but on the other hand that the opening movement is also possible with the vehicle door being guided past the outer contour of the vehicle, the longitudinal movement of the vehicle door is superimposed by a transverse movement the vehicle door, in particular laterally to the longitudinal axis of the vehicle, and / or a change in a pivoting angle of the vehicle door about a vertical axis of the vehicle.

STATE OF THE ART

The publication EP 2 184 431 A1 discloses a vehicle door drive device in which the vehicle door is displaceably guided in the longitudinal direction on a support rod and is movable in the longitudinal direction via a pneumatic actuating cylinder. The end of the support rod is held on guide carriages, which in turn are slidably mounted on supports oriented in the transverse direction of the vehicle. In order to generate a transverse movement of the vehicle door, a transverse movement of the carriage and thus also of the support rod and the vehicle door attached to it is brought about by means of a further pneumatic actuating cylinder. The further pneumatic actuating cylinder drives a slide directly via a rocker that can be pivoted about a vertical vehicle axis. The rocker is coupled via a coupling rod to a rocker which is assigned to the other carriage and can also be pivoted about a vertical vehicle axis, so that both carriages are jointly connected by the further pneumatic one Actuating cylinders can be moved. Coordinated control of the two pneumatic actuating cylinders is required for the coordination of the longitudinal movement and the transverse movement.

Also according to the publication DE 10 2013 100 004 B3 is a guide rod for the vehicle door held at the end on slides which are displaceable relative to carriers in order to generate a transverse movement. In this case, the guide rod forms an annular piston which is received in a cylinder housing which is moved relative to the guide rod and the annular piston and on which the vehicle door is held. The longitudinal actuator for generating the longitudinal movement of the vehicle door is thus formed here as a fluidic actuator with the stationary ring piston and the moving cylinder housing. Pressure chambers acting in opposite directions are formed on both sides of the annular piston. The longitudinal movement of the cylinder housing and thus the articulation point of the vehicle door on the cylinder housing can be controlled by controlling the fluidic loading of the pressure chambers, and thereby control channels running through the guide rod. No additional actuator is used to generate the transverse movement. Rather, the slides for guiding the transverse movement are articulated to a vehicle-mounted support device via a toggle lever mechanism. The pivot axes of the toggle lever mechanism are oriented in the direction of the vehicle vertical axis. The toggle mechanism is operated via a coupling rod. The coupling rod is articulated in an end region on a toggle lever of the toggle lever mechanism. The coupling rod is oriented parallel to the guide rod. In the other end region, the coupling rod extends through a bore of a driver formed by an extension of the cylinder housing. For areas of movement of the vehicle door in which there is only a longitudinal movement, the coupling rod slides through the bore of the driver. Thus, the toggle lever mechanism is not driven in this area of movement of the vehicle door and the transverse position of the guide rod is not changed. In another area of movement of the vehicle door, in particular in the area surrounding the closed position, an end shoulder of the coupling rod comes to rest against the driver. As a result of this contact, the further movement of the cylinder housing then leads to the actuation of the toggle lever mechanism. Operation of the toggle mechanism causes the vehicle door to move sideways. For a purely longitudinal movement of the vehicle door, the toggle lever mechanism is therefore not coupled to the movement of the cylinder housing, while, on the other hand, it generates the lateral closing and opening movement A kinematic coupling of the movement of the vehicle door in the longitudinal direction and the movement in the transverse direction takes place via the driver.

OBJECT OF THE INVENTION

The object of the invention is to propose a vehicle door drive device with alternative or improved possibilities for generating the transverse movement of the vehicle door.

SOLUTION

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

DESCRIPTION OF THE INVENTION

The vehicle door drive device according to the invention has a holding and / or guiding element, on which (directly or indirectly) the vehicle door is held and / or guided. Furthermore, a longitudinal actuator of any design is present in the vehicle door drive device, which (directly or indirectly) generates a longitudinal movement of the holding and / or guiding element. It is possible, for example, that such a longitudinal actuator is designed as described in the document DE 10 2013 100 004 B3 or in the unpublished patent application EP 15 157 646.9-1607 is described. Furthermore, the vehicle door drive device has a conversion gear. The conversion gear serves to convert a longitudinal movement of the holding and / or guiding element into a transverse movement of the holding and / or guiding element.

According to the invention, the conversion gear has a spindle drive. Such a spindle drive can have further kinematic connections or gear connections upstream, downstream, or secondary. The spindle drive has a first spindle drive element and a second spindle drive element. While the first spindle drive element is moved in the longitudinal direction with the holding and / or guiding element, the second spindle drive element is not moved in the longitudinal direction with the holding and / or guiding element. Rather, it will second spindle drive element rotated depending on the longitudinal movement of the holding and / or guide element relative to the first spindle drive element. Depending on the design of the spindle drive, different drive characteristics can then be brought about in the conversion gear and thus between the actuating stroke of the longitudinal actuator and the transverse travel of the vehicle door. It is also possible that changing ratios between the longitudinal movement and the transverse movement are predetermined by the spindle drive via the actuating stroke of the longitudinal actuator. It is also possible, for example, that, starting from a closed position of the vehicle door with the actuation of the longitudinal actuator, the longitudinal movement of the holding and / or guiding element is initially accompanied by a transverse movement thereof, which initially opens the vehicle door in the transverse direction. The longitudinal actuator then brings about a longitudinal movement of the holding and / or guiding element without simultaneous transverse movement, during which the door opening is enlarged. Finally, at the end of the opening movement, a transverse movement can again be connected to the longitudinal movement, which is then oriented in the direction of the longitudinal axis of the vehicle or the outer surface of the vehicle, which brings the vehicle door closer to the outer surface of the vehicle and thus results in an open position. in which the vehicle door does not protrude far from the outer surface of the vehicle.

The rotary movement of the second spindle drive element brought about by means of the spindle drive is used to generate the required transverse movement. According to the invention, the conversion gear has a rocker. The rocker arm is driven by the second spindle drive element. Here, the rocker is pivotable about a pivot axis that is oriented in the direction of the longitudinal axis. The swing arm specifies the transverse position of the holding and / or guiding element. Without this being the case, the rocker can be connected directly to the second spindle drive element in a rotationally fixed manner, so that the angle of rotation of the rocker corresponds to the angle of rotation of the second spindle drive element. Depending on the length of the rocker and the selected lever ratios, any transfer of the rotary movement of the rocker to the (direct or indirect) articulated holding and / or guiding element can then take place.

According to the rocker arm is a toggle lever of a toggle lever drive. Such a toggle lever drive simply converts a rotary movement of the rocker, namely the first toggle lever, into a translatory movement which can be used here to bring about the transverse movement. Here the extent corresponds to the translational Movement of the change in the distance between the two mutually facing bearings of the two toggle levers of the toggle lever drive. If the toggle lever forming the rocker is thus connected to the spindle shaft in a drive-proof manner and the end region of the other toggle lever facing away from the knee joint (directly or indirectly) is coupled to a slide for generating the transverse movement of the holding and / or guiding element, the transverse movement can be brought about via the toggle lever drive will. In this case, a translation dependent on the knee angle of the toggle lever drive can also be used advantageously for the vehicle door drive device. For example, the opening speed can be varied in the transverse direction in accordance with the kinematics of the toggle lever drive, even if the spindle shaft were driven at a constant speed by the longitudinal actuator. To give just one non-limiting example, from the closed position of the vehicle door, a small translation of the rotary movement of the rocker arm into a transverse movement can initially take place with a knee angle of approximately 0 °, while a large translation is effective for a knee angle of 90 °, so that there is a faster transverse movement after an initially slow transverse movement. The same applies to the approach to a possible extended position of the toggle lever drive.

For the use of a toggle lever drive, the kinematics and the translation of the conversion gear result from the cumulative superposition of the translation of the spindle drive on the one hand and the translation of the toggle lever drive on the other hand.

The first spindle drive element is preferably designed as a spindle nut, which is in particular held in a rotationally fixed manner on the holding and / or guiding element. On the other hand, the second spindle drive element can be designed as a spindle shaft, which is in particular connected to the rocker arm in a rotationally fixed manner. A further embodiment of the invention proposes that the spindle shaft be formed with at least one spindle groove, preferably two spindle grooves arranged on opposite sides of the spindle shaft. Depending on the course of the spindle groove, the specification of the translation of the conversion gear, which varies over the longitudinal movement, can then be specified for the conversion of the longitudinal movement of the holding and / or guiding element into the transverse movement. Any course of the spindle groove of the spindle shaft is possible as long as at least a section of the spindle groove is wound around the spindle shaft.

For a special proposal of the invention, the spindle groove has a spindle groove section wound around a spindle axis. If the spindle nut is located in this spindle groove section, the longitudinal movement is converted into the transverse movement depending on the angle of inclination or the slope of the spindle groove in this spindle groove section. Another spindle groove section is oriented parallel to the spindle axis, with the result that in this spindle groove section a longitudinal movement does not lead to a transverse movement, so that the transverse position of the holding and / or guiding element remains unchanged in the area of this other spindle groove section .

• lediglich eine Spindelnut, lediglich ein gewundener Spindelnut-Abschnitt und ein parallel zur Spindelachse orientierter Spindelnut-Abschnitt vorhanden sind,
• mehrere Spindelnuten an der Spindelwelle vorgesehen sind und/oder
• mehrere um die Spindelachse gewundene Spindelnut-Abschnitte und/oder mehrere parallel zur Spindelachse orientierte Spindelnut-Abschnitte vorhanden sind.

The invention includes embodiments in which

• there is only one spindle groove, only one convoluted spindle groove section and one spindle groove section oriented parallel to the spindle axis,
• several spindle grooves are provided on the spindle shaft and / or
• there are a plurality of spindle groove sections wound around the spindle axis and / or a plurality of spindle groove sections oriented parallel to the spindle axis.

The design of the spindle nut can be any. For a proposal of the invention, the spindle nut is designed with a driver. The driver engages in the spindle groove to bring about the coupling effect between the spindle shaft and the spindle nut. The torque that causes the spindle shaft to pivot is transmitted in the region of the contact surface between the driver and a groove wall of the spindle groove.

The formation of the contact between the driver and the spindle groove, which enables a relative movement, can be arbitrary. For example, sliding solid-state contact can be used here. In order to influence the contact forces in a targeted manner, to reduce the friction and / or to increase the fatigue strength, the driver can have at least one rolling element. The rolling element can roll on a groove wall of the spindle groove. For example, the rolling element can be designed as a sliding sleeve rotating about a peg-shaped driver, the outer surface of which rolls on the groove wall of the spindle groove. It is also possible that a cylindrical roller bearing is used between a peg-shaped driver and the spindle groove.

It is quite possible that the spindle nut and / or the driver are / are completely fixed on the holding and / or guiding element. For a further embodiment of the vehicle door drive device, the spindle nut or the driver is held on the holding and / or guiding element in a rotationally fixed manner about the spindle axis (and in particular free of play with regard to the transmission of the rotary movement). In contrast, the spindle nut of the driver has at least one degree of freedom or a play in relation to the holding and / or guiding element. This may simplify the assembly of the spindle nut and / or the driver on the holding and / or guiding element. It is also possible that this measure can reduce manufacturing tolerances and / or additionally avoid mechanical stresses on the components.

It can be advantageous if the toggle lever drive has a self-locking, closed position. In this way, a closed position of the vehicle door once established can be maintained, possibly even without additional holding forces being exerted by the longitudinal actuator and / or without additional locking, which also applies when oscillating wind forces act on the vehicle door or when the vehicle is stationary or moving vehicle, opening forces are exerted on the vehicle door by passengers or persons in the vicinity of the vehicle. However, it is also possible that, in addition to the self-locking of the closed position, a further alternative or redundant securing of the closed position takes place, in particular by blocking the pressure chambers of a longitudinal actuator designed as a hydraulic cylinder and / or an additional latching and / or locking device of the vehicle door drive device.

In principle, any knee angles of the toggle lever drive can be traversed during the setting stroke of the longitudinal actuator and during the transverse movement of the vehicle door. For an embodiment according to the invention, the toggle lever drive is in the maximum open transverse position at a maximum knee angle. With a transverse movement of the holding and / or guiding element inwards, that is to say in the direction of the vehicle's longitudinal axis, the knee angle is then reduced. For this embodiment of the invention, the knee angle is reduced on the way to the closed position beyond a knee angle of 0 ° (slightly, for example. -1 ° to -15 °, -2 ° to -10 ° or -3 ° to -7 ° ) at a minimal knee angle. When this minimum knee angle is reached, a toggle lever of the toggle lever drive, preferably the toggle lever not formed by the rocker, lies against a stop. A further pivoting in one direction away from the knee angle of 0 ° is thus through the stop prevented. However, if opening forces act on the vehicle door or the holding and / or guiding element, they cannot cause the toggle lever mechanism to move in the opening direction again, since the minimum knee angle is less than zero. In this way, self-locking occurs in the closed position. While no transverse movement can be brought about in the closed position by applying actuation forces to the vehicle door, the explained closed position can be left when the longitudinal actuator is actuated, which then uses the conversion gear with the spindle drive to increase the knee angle from the minimum knee angle to the knee angle of Zero in the direction of the maximum knee angle.

Preferably, in the event that an emergency opening of the vehicle door is also to be made possible without the longitudinal actuator being driven, a vehicle door drive device according to the invention is proposed in which an emergency opening device is provided. For an embodiment of the invention, the emergency opening device is supplied with energy by the longitudinal actuator, which is movement-controlled by the movement of the holding and / or guiding element into the closed position by the actuator. Thus, the emergency opening device can be designed as a "passive device" without its own energy source and possibly also without an electronic control device for releasing the energy. In an emergency opening operating situation, the emergency opening device can then cause an opening movement of the holding and / or guiding element, during which the previously explained self-locking designed closing position can be left. Under certain circumstances, the longitudinal actuator can also be transferred to a multistable position in which the hydraulic pressure chambers acting in opposite directions are short-circuited for manual actuation of the emergency opening device. It is also possible for the emergency opening device to have a spring-loaded actuating cylinder, which can also be pneumatically controlled. With the movement of the holding and / or guiding element into the closed position, the spring can then be tensioned, which can then bring about the opening movement of the holding and / or guiding element (without the opposite pneumatic action) in the emergency opening operating situation.

Advantageous developments of the invention result from the patent claims, the description and the drawings. The advantages of features and of combinations of several features mentioned in the description are only examples and can have an alternative or cumulative effect without the advantages necessarily being those of the invention Embodiments must be achieved.

The number of features mentioned in the patent claims and the description should be understood in such a way that exactly this number or a greater number than the number mentioned is present without the explicit use of the adverb "at least" being required. If, for example, one element is mentioned, this is to be understood to mean that exactly one element, two elements or more elements are present. These characteristics can be supplemented by other characteristics or be the only characteristics that make up the respective product.

The reference symbols contained in the patent claims do not represent any restriction of the scope of the objects protected by the patent claims. They merely serve the purpose of making the patent claims easier to understand.

BRIEF DESCRIPTION OF THE FIGURES

Fig. 1

zeigt in einer räumlichen Darstellung eine Fahrzeugtür-Antriebseinrichtung, hier mit zwei gegenläufig bewegbaren Fahrzeugtüren, in einer Schließstellung.

Fig. 2

zeigt ein Detail II der Fahrzeugtür-Antriebseinrichtung gemäß Fig. 1 in der Schließstellung.

Fig. 3

zeigt in einer Vorderansicht die Fahrzeugtür-Antriebseinrichtung gemäß Fig. 1 und 2 in der Schließstellung.

Fig. 4

zeigt in einer Vorderansicht die Fahrzeugtür-Antriebseinrichtung gemäß Fig. 1 bis 3, hier aber in einer Öffnungsstellung.

Fig. 5

zeigt ein in Fig. 2 gekennzeichnetes Detail V der Fahrzeugtür-Antriebseinrichtung gemäß Fig. 1 bis 4 in der Schließstellung.

Fig. 6

zeigt ein Detail eines Querschnitts der Fahrzeugtür-Antriebseinrichtung gemäß Fig. 1 bis 5 bei Schnittführung VI-VI gemäß Fig. 5.

Fig. 7

zeigt ein in Fig. 6 gekennzeichnetes Detail VII eines Querschnitts der Fahrzeugtür-Antriebseinrichtung gemäß Fig. 1 bis 6.

The invention is further explained and described below with reference to preferred exemplary embodiments illustrated in the figures.

Fig. 1

shows a spatial representation of a vehicle door drive device, here with two oppositely movable vehicle doors, in a closed position.

Fig. 2

shows a detail II of the vehicle door drive device according to Fig. 1 in the closed position.

Fig. 3

shows a front view of the vehicle door drive device according to Fig. 1 and 2nd in the closed position.

Fig. 4

shows a front view of the vehicle door drive device according to 1 to 3 , but here in an open position.

Fig. 5

shows an in Fig. 2 marked detail V of the vehicle door drive device according to 1 to 4 in the closed position.

Fig. 6

shows a detail of a cross section of the vehicle door drive device according to 1 to 5 with cut VI-VI according to Fig. 5 .

Fig. 7

shows an in Fig. 6 characterized detail VII of a cross section of the vehicle door drive device according to 1 to 6 .

FIGURE DESCRIPTION

Fig. 1 1 shows a door system 1 with a carrying and / or guiding device 2 held on a vehicle frame in the vicinity of a door opening or a door frame of a bus or rail vehicle. To simplify the illustration, only one angular holding device 3 is shown of the carrying and / or guiding device 2, while other components of the support and / or guide device 2 such as guide rails u. Ä. are not shown for the vehicle door.

For the exemplary embodiment shown, the door system 1 has two vehicle doors 4, 5. The two vehicle doors 4, 5 can be opened and closed in opposite directions without the two vehicle doors 4, 5 necessarily having to be opened and / or closed together, or two vehicle doors necessarily the door system 1 must be available.

To simplify matters, a vehicle door drive device 6 according to the invention is described below only in connection with the vehicle door 4, while the same applies to the other vehicle door 5 of the door system 1. A vehicle such as a bus or rail vehicle can be equipped with a number of such door systems 1.

In the figures, a longitudinal axis 7 denotes a longitudinal direction, which is preferably oriented parallel to the longitudinal axis of the vehicle. A transverse axis 8 corresponds to a transverse direction, which is oriented in particular transverse to the longitudinal axis of the vehicle. A vertical axis 9 identifies a vertical vehicle axis. The vehicle door 4 extends (at least in the in Fig. 1 effective closed position) in the plane defined by the longitudinal axis 7 and the vertical axis 9. To open the vehicle door 4, it must be moved away from the other vehicle door 5 in the direction of the longitudinal axis 7 in order to form a gap between the vehicle doors 4, 5 which increases (up to the formation of an entry and / or exit opening). For a reverse movement in the direction of the longitudinal axis 7, a closing movement of the vehicle door 4 takes place. This opening or closing movement is superimposed on an opening movement in the direction of the transverse axis 8 or a closing movement counter to this. This transverse movement preferably occurs at the beginning of the opening movement of the vehicle door 4 along the longitudinal axis 7 and at the end of the closing movement of the vehicle door 4.

The vehicle door 4 is supported, held and / or guided on the carrying and / or guiding device 2 via the vehicle door drive device 6. The vehicle door drive device 6 each has a guide rod 10, 11 for the vehicle doors 4, 5. The guide rods 10, 11 are oriented parallel to the longitudinal axis 7. In their end regions, the guide rods 10, 11 are each jointly attached to a carriage 12, 13. The slides 12, 13 are guided over transverse guide rods 14 oriented in the direction of the transverse axis 8 such that a transverse movement of the slides 12, 13 and thus the guide rods 10, 11 in the direction of the transverse axis 8 is possible. Using alignment devices 15, 16, an orientation of the transverse guide rods 14 can be changed both during assembly and, under certain circumstances, a certain compensatory movement of the transverse guide rods 14, for which the orientation of the transverse guide rods 14 can deviate slightly from the transverse axis 8. This compensatory movement can be necessary in particular if the vehicle doors 4, 5 and the slides 12, 13 are not moved together, which can result in a slight change in the angle of the guide rods 10, 11 with respect to the longitudinal axis. The sled 12, 13 with the Cross guide rods 14 each form a cross guide device 17 for the guide rods 10, 11.

The guide rods 10, 11 each carry an annular piston which is not visible here. A ring piston rigidly held on the guide rod 10 is accommodated in a cylinder housing 18. The cylinder housing 18 is displaceable relative to the guide rod 10 in the direction of the longitudinal axis 7 and delimits hydraulic pressure chambers inside, the volume of which varies depending on the displacement along the inside of the ring piston Longitudinal axis 8 changed. A displacement of the cylinder housing 18 along the longitudinal axis 7 can be controlled by hydraulic loading of the pressure chambers by hydraulic channels, which can run through the guide rod 10. The cylinder housing 18 forms a holding and / or guiding element 19 or a holding and / or guiding element 19 is held on the cylinder housing 18 (directly or indirectly). The holding and / or guiding element 19 is fastened to an upper end region of the vehicle door 4 via a support arm 20. A longitudinal guide device 20 is formed with the guide rod 10 and the annular piston and the cylinder housing 18.

For opening the vehicle door 4 from the closed position according to Fig. 1 There is initially a simultaneous movement along the longitudinal guide device 20 and the transverse guide device 17. With regard to further details on the transverse guide device 17 and / or longitudinal guide device 20, in particular on the structural components and their operative connections, on the interaction between the transverse guide rods 14 and the slides 12, 13, the functioning of the compensating device 15, 16, the interaction of the cylinder housing 18 with the annular piston and the guide rod 10 and the hydraulic action on the pressure chamber formed in the cylinder housing 18 and the hydraulic control circuit is based on the document DE 10 2013 100 003 A1 referenced, the disclosure of which is made the subject of the present patent application.

A spindle drive 21 acts between the longitudinal guide device 20 and the transverse guide device 17 as follows: A spindle nut 22 of the spindle drive 21 is held on the holding and / or guide element 19 at least in a rotationally fixed manner about the longitudinal axis 7. A spindle shaft 23 of the spindle drive 21 is oriented parallel to the longitudinal axis 7 and extends through a through recess 24 of the spindle nut 22. The spindle shaft 23 has two spindle grooves 25, 26 arranged on opposite sides, which laterally through groove walls 50 are limited. In a spindle groove section 27, the spindle grooves 25, 26 wind with a constant or varying pitch around a spindle axis of the spindle shaft 23. In contrast, the spindle grooves 25, 26 in a spindle groove section 28 are parallel to a spindle axis of the spindle shaft 23 or parallel to it Longitudinal axis 7 oriented so that here the spindle grooves 25, 26 do not wind around the spindle shaft 23. How especially out Fig. 6 can be seen, the spindle nut 22 has drivers 29, 30. The drivers 29, 30 each engage an associated spindle groove 25, 26 on opposite sides. A movement of the holding and / or guiding element 19 in the direction of the longitudinal axis 7 as a result of the hydraulic action on the longitudinal guiding device 20 or the longitudinal actuator has the consequence in the spindle groove section 27 that, in accordance with the winding of the spindle shaft 23 with the spindle grooves 25, 26 Carriers 29, 30 rotate the spindle shaft 23 about their spindle axis. The interaction between the spindle nut 22 and the spindle shaft 23 thus has the result that a translational movement of the holding and / or guide element 19 is converted into a rotary movement of the spindle shaft 23 in the spindle groove section 27. For the exemplary embodiment shown, the drivers 29 form , 30 each have pins 31, 32 on which a rolling element 33, 34, here a sliding sleeve 35, 36, is rotatably mounted. The rolling elements 33, 34 roll on the groove walls 50 of the spindle grooves 25, 26. The spindle shaft 23 is rotatably supported in the associated slide 12 in one end region. For the exemplary embodiment shown, the other end region of the spindle shaft 23 is rotatably connected with respect to the spindle shaft which is assigned to the guide rod 11 and the other vehicle door 5 (cf. Fig. 5 ). It is possible here, for example, that a pin oriented in the direction of the spindle axis of the spindle shaft 23 is received with the formation of a sliding guide in a correspondingly dimensioned front-side bore of the other spindle shaft. For this embodiment, the two spindle shafts assigned to the vehicle doors can thus be moved relative to one another, which is necessary if the two vehicle doors are to be moved independently of one another. If this is not the case, a continuous spindle shaft can also be used, which then specifies the transverse movement for both vehicle doors.

An end region of the spindle shaft 23 which projects from the slide 12 is connected in a rotationally fixed manner to a rocker arm 37 which forms a first toggle lever 38. The toggle lever 38 thus pivots with the rotational movement of the spindle shaft 23 about a pivot axis oriented in the direction of the longitudinal axis 7. The toggle lever 38 is connected to a further toggle lever 40 via a knee joint 39. The end region of the knee lever 40 facing away from the knee joint 39 is in turn articulated on the transverse guide rod 14 so that this articulation point can also be moved (slightly) via the compensating device 16. The toggle levers 38, 40 and the knee joint 39 form a toggle lever drive 41, the pivot axes of which are oriented parallel to the longitudinal axis 7.

The operation of the vehicle door drive device 6 is as follows:

Fig. 3 shows the vehicle door drive device 6 in the closed position, in which the vehicle door 4 is pressed against a door frame and is at most approximated in the direction of the vehicle door 5. In this closed position, the toggle levers 38, 40 form a minimum knee angle 42a, which is slightly less than 0 ° (for example in the range from -5 ° to -10 °). A further reduction of the knee angle 42 in the direction of an even smaller knee angle is not possible since the knee lever 40 bears against a stop 43 in this direction. For the exemplary embodiment shown, the toggle lever 40 is cranked and the stop 43 is formed by an extension 44 of the spindle shaft 23 or at least arranged coaxially to the spindle shaft 23. An actuating force that acts on the vehicle door 4 in the opening direction cannot lead to an increase in the knee angle 42 due to the minimal knee angle 42 a, which is slightly below 0 °. Rather, the actuating force has the result that the pressing force of the toggle lever 40 against the stop 43 is increased. In the Fig. 3 The illustrated operating position of the toggle lever drive 41 thus represents a self-locking closed position in which the vehicle door 4 is secured against unintentional or unauthorized opening.

Is according to the closed position Fig. 3 due to the hydraulic loading of the cylinder housing 18, the holding and / or guiding element 19 moves, the engagement of the drivers 29, 30 in the spindle grooves 25, 26 in the spindle groove section 27 has the result that the spindle shaft 23 is rotated. This in turn means that starting from Fig. 3 the minimum knee angle 42a is increased beyond a dead center angle of 0 °, the toggle lever 38 being rotated counterclockwise. If the drivers 29, 30 reach the transition area between the spindle groove sections 27, 28, the knee angle 42 has reached a maximum knee angle 42b, which for the exemplary embodiment almost corresponds to the extended position of the toggle lever drive 41, preferably with a maximum knee angle 42b of 160 to 178 ° . For a simplified view, it is assumed that in the closed position according to Fig. 3 the knee angle 42 is approximately 0 ° while in the open position according to Fig. 4 the knee angle 42 is 180 °, this actuation of the toggle lever drive 41 goes hand in hand a displacement of the slide 12, which roughly corresponds to twice the length of the toggle lever 38 (whereby, under certain circumstances, an inclination of the two toggle levers in the positions mentioned relative to the axis of movement of the slide 12 may have to be taken into account and additionally different knee angles 42 in the opening - and closed position must be taken into account).

For a subsequent further movement of the holding and / or guiding element 19 as a result of the controlled hydraulic loading of the cylinder housing 18, the drivers 29, 30 move in the spindle groove section 28, so that there is no further rotation of the spindle shaft 23, so that the toggle lever drive 41 also does not change its knee angle 42 and the slide 12 does not change its position in the direction of the transverse axis 8.

Depending on the design of the course of the spindle groove 25, 26, any desired kinematics for the transmission characteristic of the longitudinal movement of the holding and / or guiding element 19 to the rotary movement of the spindle shaft 23 and thus the transverse movement can be predetermined.

In the event that the vehicle door drive device 6 in connection with a double door according to Fig. 1 is used, the simultaneous loading of the two vehicle doors 4, 5 associated hydraulic cylinders can take place. With a corresponding design of the spindle drives for the two vehicle doors 4, 5, the vehicle doors 4, 5 then move jointly both in the transverse direction 8 and in the longitudinal direction 7. However, it is also possible for only one hydraulic cylinder of a vehicle door 4 to be actuated while the hydraulic cylinder of the other vehicle door 5 is not actuated to bring about a displacement in the direction of the longitudinal axis 7. In this case, the orientation of the guide rods 10, 11 changes slightly with respect to the longitudinal axis 7 with a pivoting thereof about the vertical axis 9, which has the consequence that the vehicle door 4 can be guided laterally past the vehicle frame without the simultaneous opening of the vehicle door 5 is absolutely necessary. With regard to further details in this regard, reference is made to the publication DE 10 2013 100 004 B3 referred.

It is also possible that in the spindle groove section 27 the movement of the holding and / or guiding element 19 along the longitudinal axis 7 via the drivers 29, 30, the spindle grooves 25, 26, the toggle lever drive 41 and the slide 12 is coupled via a suitable drive connection to a rotary movement of a rotating column 45, to which another articulation point of the vehicle door 4 is articulated in a manner known per se.

The cylinder housing 18 forms with the annular piston, the guide rod 10 and the pressure chambers a longitudinal actuator 46, which is designed as a double-acting hydraulic cylinder with a stationary annular piston and a moving cylinder housing.

A conversion gear 48, which converts a longitudinal movement of the holding and / or guiding element 19 into a transverse movement of the holding and / or guiding element 19, has on the one hand the spindle drive 21 and on the other hand the toggle lever drive 41.

In the context of the invention, the "direction of an ... axis" is understood to mean a direction parallel or coaxial to said axis. In view of the complex degrees of freedom of movement of the components involved, for which movement, for example along the longitudinal axis 7, can also result in an inclined position of the guide rods 10, 11 and / or the vehicle doors 4, 5 with a rotation about the vertical axis 9, a " Direction of the longitudinal axis "or a" longitudinal movement "not only a direction which is oriented exactly in the direction of the vehicle longitudinal axis, but also directions slightly inclined to this in accordance with the kinematics of the door system 1.

Optionally, the vehicle door drive device 6 can have an emergency opening device 49 (cf. Fig. 1 ) exhibit. For the illustrated embodiment, the emergency opening device 49 is designed as a spring cylinder. When the cylinder housing 18 approaches the closed position, it acts on the emergency opening device 49, so that the spring of the emergency opening device 49 is tensioned with increasing movement in the direction of the closed position. If an emergency opening device of the door system 1 is actuated, for which, for example, the pressure chambers of the hydraulic cylinder 47 are short-circuited, the spring of the emergency opening device 49 can move the cylinder housing 18 out of the closed position, whereby the spring of the emergency opening device 49 fluid from a pressure chamber of the hydraulic cylinder 47 into the other pressure chamber presses. Despite the self-locking effect of the toggle lever mechanism 41, an opening of the vehicle door 4 can thus take place at least to such an extent that there is a gap between the vehicle doors 4, 5 for such an emergency opening operation. It is then possible to reach into this gap by hand and then manually open the vehicle door 4 further. It is possible that the emergency opening device 49 is designed with a pneumatically actuated spring piston, so that the emergency opening device 49 can also be acted upon pneumatically.

In Fig. 2 It can be seen that for the rotationally fixed connection between the holding and / or guiding element 19 and the spindle nut 22, the holding and / or guiding element 19 has a guide slot oriented in the direction of the vertical axis 9. When viewed in the direction of the vertical axis, the spindle nut 22 has a T-shaped outer contour, the through recess 24 being arranged in the region of the vertical leg of the T. The cross leg of the T is received in the guide groove formed by the holding and / or guiding element 19. The engagement of the cross leg of the T in the guide groove provides a form-fit connection for the rotationally fixed connection between the spindle nut 22 and the holding and / or guide element 19 with respect to a rotation about the longitudinal axis 7. It is possible that play in this connection leads to further degrees of freedom in the connection are not hindered between the spindle nut 22 and the holding and / or guiding element 19. The spindle nut 22 is preferably only inserted from above into the guide groove of the holding and / or guiding element 19, without additional securing such as, for example, screwing between the spindle nut 22 and holding and / or guiding element 19.

It is possible that the holding and / or guiding element 19 has a degree of freedom of rotation relative to the associated guiding rod 10, 11 about the longitudinal axis of the guiding rod 10, 11. This degree of freedom can be used for an additional tolerance compensation. It is also possible that the vehicle door 4, 5 is selectively tilted using this degree of freedom, which can be done, for example, in order to make the exterior lighting on the vehicle door come into effect.

REFERENCE SIGN LIST

1

Door system

2nd

Carrying and / or guiding device

3rd

Holding device

4th

Vehicle door

5

Vehicle door

6

Vehicle door drive device

7

Longitudinal axis

8th

Transverse axis

9

Vertical axis

10th

Guide rod

11

Guide rod

12

carriage

13

carriage

14

Crossbar

15

Compensation device

16

Compensation device

17th

Lateral guiding device

18th

Cylinder housing

19th

Holding and / or guiding element

20th

Longitudinal guide device

21

Spindle drive

22

Spindle nut

23

Spindle shaft

24th

Passage recess

25th

Spindle groove

26

Spindle groove

27th

Spindle Groove Section (Coiled)

28

Spindle groove section (not coiled)

29

Carrier

30th

Carrier

31

Cones

32

Cones

33

Rolling elements

34

Rolling elements

35

Sliding sleeve

36

Sliding sleeve

37

Swingarm

38

Toggle

39

Knee joint

40

Toggle

41

Toggle drive

42

Knee angle

43

attack

44

Continuation

45

Rotating column

46

Longitudinal actuator

47

Hydraulic cylinder

48

Conversion gear

49

Emergency opening device

50

Groove wall

Claims (10)

1. Vehicle door drive assembly (6) comprising

   a) a holding element and/or guiding element (19) for a vehicle door (4),

   b) a longitudinal actuator (46) which induces a longitudinal movement of the holding element and/or guiding element (19),

   c) a converting transmission (48) which converts the longitudinal movement of the holding element and/or guiding element (19) into a transverse movement,
   characterised in that

   d) the converting transmission (48) comprises a spindle drive (21) having

   da) a first spindle drive element being moved with the holding element and/or guiding element (19) in longitudinal direction and

   db) a second spindle drive element which is rotated relative to the first spindle drive element dependent on the longitudinal movement of the holding element and/or guiding element (19),

   e) the converting transmission (48) comprising an arm (37) which is in a driving connection with the second spindle drive element, the arm being pivotable about a pivoting axis having an orientation in the direction of a longitudinal axis (7) and the arm (37) setting a position of the holding element and/or guiding element (19) in a direction of a transverse axis (8) and

   f) the arm (37) forming a toggle lever (38) of a toggle lever drive (41).
2. Vehicle door drive assembly (6) of claim 1, characterised in that the first spindle drive element is a spindle nut (22) and the second spindle drive element is a spindle shaft (23).
3. Vehicle door drive assembly (6) of claim 2, characterised in that the spindle shaft (23) comprises at least one spindle groove (25, 26).
4. Vehicle door drive assembly (6) of claim 3, characterised in that the spindle groove (25, 26) comprises

   a) a spindle groove section (27) being wound about a spindle axis and

   b) a spindle groove section (28) having an orientation parallel to the spindle axis.
5. Vehicle door drive assembly (6) of claim 3 or 4, characterised in that the spindle nut (22) comprises a follower (29, 30) which engages into the spindle groove (25, 26).
6. Vehicle door drive assembly (6) of claim 5, characterised in that the follower (29, 30) comprises a rolling element rolling along a groove wall (50) of the spindle groove (25, 26).
7. Vehicle door drive assembly (6) of one of claims 2 to 6, characterised in that the spindle nut (22) and/or the follower (29, 30) is held by the holding element and/or guiding element (19)

   a) with a fixation against rotation about the spindle axis and

   b) with at least one degree of freedom or a play.
8. Vehicle door drive assembly (6) of one of the preceding claims, characterised in that the toggle lever drive (41) comprises a self-locking closed position.
9. Vehicle door drive assembly (6) of claim 8, characterised in that the toggle lever drive (41) is pivoted from a maximum toggle joint angle (42b) towards the closed position passing a toggle joint angle of zero to a minimum toggle joint angle (42a) for which one toggle lever (40) of the toggle lever drive (41) contacts a stop (43).
10. Vehicle door drive assembly (6) of claim 8 or 9, characterised in that an emergency opening device (49) is provided which is supplied with power by the movement of the holding element and/or guiding element (19) into the closed position by the longitudinal actuator (46) and which in an emergency opening operating situation induces an opening movement of the holding element and/or guiding element (19) during which the self-locking closed position is left.

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