EP3406837B1 - Hydraulic drive assembly for a vehicle door or vehicle gate - Google Patents

Description

TECHNICAL FIELD OF THE INVENTION

The invention relates to a drive assembly, by means of which a vehicle door, in particular a single door or a double door of a bus, or a vehicle flap, in particular a luggage compartment lid, a trunk or the like, can be moved in the opening and / or closing direction. While such drive assemblies can also be operated using pneumatic or electrical energy, the present invention relates to a hydraulic drive assembly.

STATE OF THE ART

DE 10 2010 002 625 B4 discloses a hydraulic drive assembly for a vehicle door of an omnibus. The vehicle door can be pivoted here via a vertically oriented rotating column. The rotating column has a pinion, which meshes with a rack. The two end faces of the toothed rack form piston surfaces of oppositely acting piston-cylinder units. The pressure chambers of the piston-cylinder units are connected to the switchable connections of a pressure side and a suction side of a reversible pump. Another piston-cylinder unit is also pressurized via the pump. By means of this additional piston-cylinder unit, when the vehicle door has reached the closed position, the rotating column can be raised, thereby locking the vehicle door. The drive assembly has a housing in which several hydraulic components of the drive assembly, such as the pump, check valves, part of the rotary column, the pinion and the further piston-cylinder unit, are integrated. The drive assembly can form a structural unit with a rotary shaft projecting from this and also from the housing projecting drive shaft for a drive motor of the pump. The Pump is preferably designed as a gear pump. If the pinion and the rack are arranged in the interior of the housing, a sump of the housing can serve as a tank for the hydraulic fluid, in which case the hydraulic fluid can then be used simultaneously as a lubricant for the pinion and the rack.

Also according to EP 2 503 086 B1 hydraulic action is performed on oppositely acting piston-cylinder units, the pistons of which are formed by end regions of a toothed rack meshing with a pinion of a rotating column. EP 2 503 086 B1 discloses a hydraulic control circuit for the simultaneous hydraulic application of two vehicle doors to a double door of an omnibus. Here, too, the oppositely acting pressure chambers of the piston-cylinder units are acted upon by hydraulic fluid via connections of a reversible pump. The reversible electric drive of the pump is controlled by an electronic control unit, to which the pressure signal of a pressure sensor is fed, which detects the pressure in the hydraulic supply lines leading to the piston-cylinder units. Furthermore, the control unit is supplied with the signal from a position sensor for detecting the position of the vehicle door. On the one hand, the control unit determines an operating state of the vehicle door (in particular a defect in the hydraulic control circuit, the impact of the vehicle door on a resistance such as a person trapped by the vehicle door, an approach of the vehicle door to an end position, etc.). The two supply lines leading to the piston-cylinder units are short-circuited via a manually operated check valve designed as a 2/2-way valve. If the shut-off valve is manually moved into its open position, emergency operation can take place in such a way that, as a result of the pressure chambers of the piston-cylinder units short-circuited by the shut-off valve, the user can move the vehicle door manually, with which the hydraulic fluid from a pressure chamber of a Cylinder unit is transferred into a pressure chamber of the other piston-cylinder unit.

According to DE 10 2012 107 522 B4 finds a hydraulic control circuit according to EP 2 503 086 B1 or DE 10 2010 002 625 B4 Commitment. However, a rack and pinion drive is used here, in which the pinion driving the rotating column meshes on two sides with two rack parts, the rack parts each forming a piston surface of a piston-cylinder unit with one end face. In the pressure chambers of the piston-cylinder units, spring and / or damping elements are arranged, which in an end region of the stroke of the rack part, that is also an end region of the opening or closing movement of the Vehicle door, come into effect to bring about end position damping. In order to avoid play in the vehicle door as a result of backlash between the pinion and the rack parts, strikes DE 10 2012 107 522 B4 before that the rack parts are acted upon by a permanent spring with a basic actuating force. It is also proposed that in each case a throttle is arranged in the supply lines to the piston-cylinder units, which should result in the pressure in the supply line being connected to a pressure drop of the pump even when the piston-cylinder units are connected Pressure chamber of the piston-cylinder unit does not drop too quickly, which means that no basic force is guaranteed. Rather, the throttle should ensure sufficient pressure in the pressure chamber (and thus the basic actuating force, which excludes or reduces the influence of a backlash), at least for a limited period of time.

Another hydraulic control circuit for hydraulic actuation of drives for wing doors of an omnibus is out DE 10 2013 100 005 B3 known.

OBJECT OF THE INVENTION

• sowohl eine hydraulisch verursachte Bewegung der Fahrzeugtür oder Fahrzeugklappe als auch eine manuelle Bewegung der Fahrzeugtür oder Fahrzeugklappe ermöglicht,
• eine verbesserte Stellcharakteristik oder erhöhte Stellgenauigkeit bei der hydraulisch verursachten Bewegung der Fahrzeugtür oder Fahrzeugklappe aufweist,
• eine kompakte konstruktive Ausgestaltung ermöglicht und/oder
• eine hohe Betriebssicherheit gewährleistet.

The present invention has for its object to propose a hydraulic drive assembly for a vehicle door or flap, which in particular

• enables both a hydraulically induced movement of the vehicle door or vehicle flap and a manual movement of the vehicle door or vehicle flap,
• has an improved positioning characteristic or increased positioning accuracy in the hydraulically caused movement of the vehicle door or vehicle flap,
• a compact structural design enables and / or
• high operational reliability guaranteed.

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 invention proposes a hydraulic drive assembly for a vehicle door or vehicle flap, which has a first hydraulic piston-cylinder unit and a second hydraulic piston-cylinder unit, which are drivingly coupled to the vehicle door or vehicle flap. This coupling can take place directly or indirectly with the interposition of any gear. For example, piston-cylinder units and coupling gears can be used, as are known from the prior art mentioned at the beginning. Furthermore, the drive assembly according to the invention has a valve assembly. This valve assembly can have individual valves connected by lines. However, the valve assembly is preferably designed as a valve unit, in particular with a common valve body that enables the different operating positions, or as part of a larger structural unit.

• einen Anschluss, der mit einer ersten hydraulischen Versorgungsleitung verbunden ist,
• einen Anschluss, der mit einer zweiten hydraulischen Versorgungsleitung verbunden ist,
• einen Anschluss, der mit der ersten Kolben-Zylinder-Einheit verbunden ist, und
• einen Anschluss, der mit der zweiten Kolben-Zylinder-Einheit verbunden ist.

The valve assembly has connections, namely

• a connection that is connected to a first hydraulic supply line,
• a connection that is connected to a second hydraulic supply line,
• a port connected to the first piston-cylinder unit, and
• a connection which is connected to the second piston-cylinder unit.

The valve assembly has different operating positions. Depending on the operating position of the valve assembly, the hydraulic loading of at least one piston-cylinder unit, preferably the loading of both piston-cylinder units at the same time, can be changed. This is done by establishing, interrupting or changing a connection of the first hydraulic supply line to the first piston-cylinder unit and / or a connection of the second hydraulic supply line to the second piston-cylinder unit by the valve assembly.

The operating position of the valve assembly is changed hydraulically. For this purpose, the valve assembly has at least one hydraulic control connection, via the hydraulic application of which the operating position of the valve assembly can be “automatically” changed.

• eine neutrale Betriebsstellung,
• eine erste Betriebsstellung und
• eine zweite Betriebsstellung,

wobei auch möglich ist, dass mindestens eine weitere Betriebsstellung vorhanden ist.The operating positions of the valve assembly are

• a neutral operating position,
• a first operating position and
• a second operating position,

it is also possible for at least one further operating position to be present.

In the neutral operating position, the valve assembly hydraulically connects the connections for the first piston-cylinder unit and the second piston-cylinder unit, so that the two piston-cylinder units are "short-circuited" via the valve assembly. This enables a manual movement of the vehicle door or vehicle flap, for which the hydraulic fluid is forced from one pressure chamber of a piston-cylinder unit via the valve assembly into the other piston-cylinder unit due to the force applied manually by the user to the vehicle door or vehicle flap.

In the first operating position, the valve assembly connects the connection for the first piston-cylinder unit to the connection for the first hydraulic supply line via a first supply connection, while the connection for the second piston-cylinder unit connects to the second connection for the second hydraulic supply line a first discharge connection is connected. For example, if the first hydraulic supply line for a first drive direction of the pump is connected to a pressure source, here the pressure side, of the pump, while the second hydraulic supply line is connected to a pressure sink, here the suction side of the pump, there is an increase in the first operating position Pressure chamber of the first piston-cylinder unit with simultaneous corresponding reduction in the pressure chamber of the second piston-cylinder unit, which results in movement of the vehicle door or vehicle flap in a first direction of movement. Here, hydraulic fluid can be supplied from the pressure side of the pump to the first piston-cylinder unit via the first supply connection, while the hydraulic fluid can get from the second piston-cylinder unit to the suction side of the pump via the first discharge connection.

In the second operating position, the valve assembly connects the connection for the first piston-cylinder unit with the first connection for the first hydraulic supply line via a second discharge connection, while the connection for the second piston-cylinder unit with the second connection for the second hydraulic supply line is connected via a second feed connection. If the second operating position is assumed when the drive direction of the pump is reversed compared to the first operating position and is thus driven in a second direction of rotation, then the fluid passes from the pump via the second hydraulic supply line to the second piston cylinder via the second supply connection -Unit, while the fluid from the first piston-cylinder unit passes via the second discharge connection to the suction side of the pump, which then brings about a movement of the vehicle door or vehicle flap in the second direction of movement, which is opposite to the first direction of movement.

According to the invention, the first discharge connection has a stronger throttling effect than the first feed connection and / or the second discharge connection has a stronger throttling effect than the second feed connection. The difference in the throttling effects or the design of the throttling effect in the discharge connection can ultimately determine the resistance against which the hydraulic fluid from the pressure chamber of the piston-cylinder unit, the volume of which has to be reduced with the movement of the vehicle door or vehicle flap, from the piston -Cylinder unit must be pushed out. The throttling effect thus influences the pressure building up in the reducing pressure chamber with the movement of the vehicle door or vehicle flap. On the one hand, a first force is generated in the associated piston-cylinder unit via the pressure chamber supplied by the supply connection from the pressure side of the pump, the volume of which increases with the movement of the vehicle door or flap. An opposing second force is generated in the other piston-cylinder unit as a result of the pressure which is formed in the discharge connection as a result of the stronger throttling effect. Thus, a resulting force acts on the generation of the movement of the vehicle door or vehicle flap, which results from the difference between the amounts of the first force and the second force. Ultimately, the opening and / or closing force of the vehicle door or flap and / or the closing speed or acceleration can be influenced by measuring the difference in the throttling effects in the feed connection and the discharge connection. On the other hand, the actuating characteristic, the actuating speed and the actuating accuracy of the drive assembly can also be influenced via the increased throttling effect in the discharge connection. For example, due to the increased throttling in the discharge connection, resistance to movement of the vehicle door or vehicle flap is provided, which leads to a type of "tensioning" of the hydraulic drive unit and / or a possible play in the Avoids drive. An advantage is U. also the stronger throttling effect in the discharge connection if, in addition to the hydraulic induction of the movement of the vehicle door or vehicle flap, a user simultaneously applies forces in the same direction of movement to the vehicle door or vehicle flap, which without a greater throttle effect in the discharge connection leads to a sharp increase in the speed of the Movement of the vehicle door or flap could lead, which could then have the consequence that not enough fluid can be added to fill the enlarging pressure chamber via the feed connection.

In principle, the hydraulic supply lines can be supplied as required. To give just one non-limiting example, the supply lines can be connected via a changeover valve to a suction side and a pressure side of a non-reversible pump, in which case a change in the movement of the vehicle door or vehicle flap is brought about by the supply lines alternately via the changeover valve either the suction side or the pressure side of the pump. For a special proposal of the invention, the first supply line and the second supply line are connected to the connections of a reversible pump which provide a pressure source and a pressure sink. Such reversible pumps can be provided as standard components. A switching valve of the type explained above is u. U. unnecessary for such a configuration, which can result in a simplified structure of the hydraulic drive assembly.

There are various possibilities for the structural design of the hydraulic components of the drive assembly. These components can thus be designed individually and connected to one another via hydraulic lines. It is also possible for parts of the components to be combined to form units, in which case these units can be connected to one another or to components via lines. For example, the valve assembly can not only be designed with a plurality of individual valves, but the valve assembly can also be designed as a valve unit in which, in particular, a common valve body is moved into the different operating positions.

For a special proposal of the invention, the piston-cylinder units and the valve assembly form a structural unit. The assembly can, for example, have a common housing in which the piston-cylinder units and the valve assembly are integrated could be. It is also possible for the structural unit to be formed with individual modules or partial structural units, which can be flanged together, for example. It is possible that by flanging the modules or sub-assemblies to one another (in addition to establishing the mechanical connection of the modules or sub-assemblies), pneumatic connections are created directly between the channels of the individual modules or sub-assemblies, with external sealing.

In principle, it is possible that a gear stage, by means of which a conversion of the type of movement and / or a translation or reduction of the movement of the piston-cylinder units to a movement of a drive element for the vehicle door or flap is carried out, separately or outside of the aforementioned unit. For a further proposal of the invention, such a gear stage is integrated in the assembly. For example, the gear stage can be a rack-and-pinion gear stage, via which the conversion of a translational movement of the piston-cylinder units, which are coupled to the rack or are designed with the rack itself, into a rotational movement can take place can then be used indirectly or directly, for example, for rotating a rotating column of a vehicle door.

Within the scope of the invention it is entirely possible that separate piston-cylinder units are used, which then also have separate actuating pistons, as long as the two actuating pistons are coupled to the vehicle door or vehicle flap via suitable mechanical connections and gear stages. For a hydraulic drive assembly according to the invention, the piston-cylinder units have a common actuating piston, which for a special proposal of the invention can also be a rack of a rack-and-pinion gear stage.

The discharge connection can be equipped with a stronger throttling effect than that of the supply connection in any way. For one embodiment, the invention proposes that at least one of the discharge connections has a throttle. It is also possible that both the feed connection and the discharge connection have a throttle, but then the throttling effect of the throttle arranged in the discharge connection is greater. In the context of the invention, the at least one throttle can also be integrated in the valve assembly or valve unit.

As explained at the outset, it is advantageous if the different operating positions of the valve assembly are brought about automatically when the pressure conditions in the supply lines and in particular the drive conditions of the pump connected to the supply lines change. So u. It may be desirable that the neutral operating position is assumed for an amount of the pressure difference in the two supply lines below a threshold value (in particular for deactivated pump), while for an amount of the pressure difference in the supply lines above the threshold value with a higher pressure in the first supply line the first operating position is assumed, while the second operating position is assumed for an amount of the pressure difference above the threshold value with a greater pressure in the second supply line. This can be ensured for an embodiment according to the invention in that the valve assembly, in particular the valve unit, has two control connections acting in opposite directions. A first control connection is then connected to the first supply line, while a second control connection is connected to the second supply line.

For an advantageous further development of the drive assembly according to the invention, this has an equalizing chamber. Such compensation chambers are required to compensate for changes in the volume of the hydraulic fluid in the hydraulic control circuit and / or changes in volume of the spaces of the hydraulic components and connecting lines for the hydraulic fluid. Such a compensation chamber can provide a corresponding compensation volume. Such a compensation chamber can have a compensation body such as a compensation membrane, which allow changes in the volume of the compensation chamber.

While it is entirely possible that the aforementioned compensation chamber is formed separately from other components of the drive assembly and is connected to them via corresponding lines, the invention proposes in a further embodiment that the compensation chamber is integrated into the structural unit, resulting in a particularly compact configuration the drive assembly according to the invention results.

Undesirable changes in the fluidic loading or deviations from the desired fluidic loading can occur, for example, as a result of leaks or temperature-related Changes in the volume of hydraulic fluid are coming. These undesirable changes can be taken into account by fluidic connection with a compensation chamber or a tank as explained above. For a proposal of the invention, in the neutral operating position, the connections for the first piston-cylinder unit and the second piston-cylinder unit (in particular via the short-circuit connection) are connected to the compensation chamber or to a connection leading to a compensation chamber or a tank. Without this measure it could happen that undesirably high pressures act in the pressure chambers of the piston-cylinder units, which in particular can result in seals of the pistons, which serve to seal the pressure chambers, being pressed or "set up". In this case, an undesired increased friction would act between the pistons and the cylinders of the piston-cylinder units, which would then increase the manually applied actuating forces for a movement of the vehicle door or vehicle flap. This is avoided according to the invention in that a connection is made to the compensation chamber or the tank. It is accordingly possible that in the first operating position [or the second operating position] the connection for the second piston-cylinder unit [or the connection for the first piston-cylinder unit] via the first discharge connection [or via the second discharge connection] is connected to the compensation chamber or to a compensation chamber or to a tank-carrying connection.

The design and construction of the valve assembly and the valves used here can in principle be of any type. For example, valves designed as seat valves can also be used. For a special proposal of the invention, the valve assembly is designed as a slide valve, the different operating positions of the valve assembly preferably being ensured with a single control slide of the slide valve.

In a further embodiment of this proposal of the invention, the slide valve has a control slide. End faces of the control slide are each slidably arranged in a control chamber. The two control chambers delimited by the end faces of the control slide are then each connected to a hydraulic control connection, so that, depending on the pressure difference in the two supply lines, the position of the control slide and thus the operating position of the slide valve are automatically adjusted.

Advantageous further 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 having to be achieved by embodiments according to the invention. Without changing the subject matter of the appended claims, the following applies to the disclosure content of the original application documents and the patent: Further features can be found in the drawings, in particular the geometries shown and the relative dimensions of a plurality of components to one another, and their relative arrangement and operative connection. The combination of features of different embodiments of the invention or of features of different claims is also possible, deviating from the selected back relationships of the claims, and is hereby suggested. This also applies to those features which are shown in separate drawings or mentioned in the description. These features can also be combined with features of different claims. Features listed in the claims can also be omitted for further embodiments of the invention.

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, an element is mentioned, it is to be understood that there is exactly one element, two elements or more elements. These characteristics can be supplemented by other characteristics or 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 serve only the purpose of making the patent claims easier to understand.

BRIEF DESCRIPTION OF THE FIGURES

Fig. 1

zeigt schematisch eine hydraulische Antriebsbaugruppe mit einem eine Ventilbaugruppe oder -einheit aufweisenden hydraulischen Steuerkreis, der zwischen eine Pumpe und Kolben-Zylinder-Einheiten zwischengeschaltet ist.

Fig. 2

zeigt in einem schematischen Schnitt eine als Baueinheit ausgebildete hydraulische Antriebsbaugruppe, in die eine Zahnstangen-Ritzel-Getriebestufe, KolbenZylinder-Einheiten, eine als Schieberventil ausgebildeter Ventilbaugruppe und eine Ausgleichskammer integriert sind.

Fig. 3

zeigt in einem Detail III die Antriebsbaugruppe gemäß Fig. 2 im Bereich des Schieberventils, welches sich hier in einer neutralen Betriebsstellung befindet.

Fig. 4

zeigt die Antriebsbaugruppe in einem Fig. 3 entsprechenden Schnitt, wobei sich hier das Schieberventil in der ersten Betriebsstellung befindet.

Fig. 5

zeigt die Antriebsbaugruppe in einem Fig. 3 und 4 entsprechenden Schnitt, wobei sich hier das Schieberventil in der zweiten Betriebsstellung befindet.

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

Fig. 1

schematically shows a hydraulic drive assembly with a hydraulic control circuit having a valve assembly or unit, which is interposed between a pump and piston-cylinder units.

Fig. 2

shows in a schematic section a hydraulic drive assembly designed as a structural unit, in which a rack and pinion gear stage, piston-cylinder units, a valve assembly designed as a slide valve and a compensation chamber are integrated.

Fig. 3

shows in a detail III the drive assembly according to Fig. 2 in the area of the slide valve, which is here in a neutral operating position.

Fig. 4

shows the drive assembly in one Fig. 3 corresponding section, here the slide valve is in the first operating position.

Fig. 5

shows the drive assembly in one Fig. 3 and 4 corresponding section, here the slide valve is in the second operating position.

DESCRIPTION OF THE FIGURES

Fig. 1 shows a hydraulic drive assembly 1. In the drive assembly 1 is a reversible pump 2 via a hydraulic control circuit 3 (which at Fig. 1 deviating configuration can also include a control) hydraulically connected to piston-cylinder units 4, 5 acting in opposition to each other.

Without this being mandatory, according to Fig. 1 the hydraulic control circuit 3 exclusively via a valve assembly 6, which is designed here as a valve unit 7, the pump 2, the piston-cylinder units 4, 5 and an optional compensation chamber 19 and connecting lines between the hydraulic components mentioned. The valve unit 7 is preferably a slide valve 8.

The valve assembly 6 is designed as an exclusively hydraulically controlled 5/3-way valve 9. The 5/3-way valve 9 has a connection 10 which is connected to a first connection 12 of the pump 2 via a first supply line 11. A connector 13 of the 5/3 way valve is connected to a second connection 15 of the pump 2 via a second supply line 14. A further connection 16 is connected via a compensation line 17 via a branch 18 to both a tank or a compensation chamber 19 and to a supply connection 20 of the pump 2. In addition, the 5/3-way valve 9 has connections 21, 22 which are each connected to a pressure chamber 25, 26 of the piston-cylinder units 4, 5 via supply lines 23, 24. Finally, the 5/3-way valve 9 also has hydraulic control connections 27, 28 acting in opposition to one another. The control connections 27, 28 are via the in Fig. 1 Hydraulic control lines 29, 30 shown in dashed lines are each connected to an associated supply line 11, 14.

The pump 2 is driven via a mechanical drive shaft 31 via, for example, an electrically driven drive unit 32, the drive direction being reversible depending on the desired operating position of the valve assembly 6 and the desired direction of movement of the vehicle door or flap 39. Under certain circumstances, it is also possible to control or regulate the speed of the drive unit 32.

The pressure chambers 25, 26 of the piston-cylinder units 5 are delimited by pistons 33, 34, which for the exemplary embodiment shown are formed by the opposite end regions of a common actuating piston 91, here a rack 35. When a rack and pinion gear stage or a rack and pinion drive 36 is formed, the rack 35 meshes with a pinion 38 that is non-rotatably connected to a rotating column 37 when the rack 35 is translated, which is caused by pressurization of the pressure chambers 25, 26 Connected (directly or indirectly) to a vehicle door or a vehicle flap 39 shown here symbolically in such a way that the rotation of the rotating column 37 leads to an opening or closing movement of the vehicle door or vehicle flap 39.

The function of the hydraulic drive assembly according to Fig. 1 is as follows:
Without driving the pump 2, the pressure in the supply lines 11, 14 and thus the pressure at the control connections 27, 28 is the same. This has the consequence that, in particular by springs 40, 41 of the 5/3-way valve 9, which predefine a neutral equilibrium position, the 5/3-way valve adopts the in Fig. 1 effective central neutral operating position. This is u. U. also leave only when the amount of the pressure difference of the pressures in the supply lines 11, 14 exceeds a threshold value. In the neutral operating position, a short-circuit connection 42 directly connects the connections 21, 22 to one another, it being possible for the short-circuit connection 42 to be designed unthrottled or throttled. A manual movement of the vehicle door or vehicle flap 39 by the user is possible via the short-circuit connection, which leads to a force being exerted on the toothed rack 35 and thus on the pistons 33, 34. This force in turn has the consequence that the hydraulic fluid from a pressure chamber 25 (or 26) via the application line 23 (or 24), the connection 21 (or 22), the short-circuit connection 42, the connection 22 (or the connection 21), the admission line 24 (or the admission line 23) is displaced into the pressure chamber 26 (or the pressure chamber 25), the reference symbols without brackets the movement of the hydraulic fluid for the manual movement of the vehicle door or vehicle flap 39 in a first direction of movement and the reference symbols in brackets indicate the movement of the hydraulic fluid for the manual movement of the vehicle door or vehicle flap 39 in a second direction of movement. In addition, in the neutral operating position, the connections 21, 22 are connected to the connection 16, as shown, while the connections 10, 13 are shut off.

If the pump 2 is driven in a first drive or direction of rotation, the connection 12 of the pump 2 forms a pressure side of the pump 2, while the connection 15 corresponds to the suction side of the pump 2. This results in a pressure in the supply line 11 which is greater than the pressure in the supply line 14, the magnitude of the differential pressure exceeding the previously mentioned threshold value for the changeover of the valve assembly 6. Thus, the pressure acting on the control connection 27 on a piston surface of the valve assembly 6 can generate a force which is greater than the force caused by the pressure on the control connection 28 on an oppositely acting piston surface of the valve assembly 6. There is thus an automatic switchover of the valve assembly 6 into a first operating position. In the first operating position, the connections 10, 21 are connected via a first feed connection 43, while the connection 22 is connected to the connection 13 via a first discharge connection 44. For the exemplary embodiment shown, the discharge connection 44 also connects the connection 22 to the connection 16. A throttle 45 is arranged in the first discharge connection 44, so that the throttling effect of the first feed connection 43 is smaller than that of the first discharge connection 44 first In the operating position of the valve assembly 6, the hydraulic fluid delivered by the pump 2 through the supply line 11 reaches the pressure chamber 25 unthrottled via the first feed connection 43, whereby a force is generated on the piston 33 of the piston-cylinder unit 4, which force the rack 35 into first direction of movement. For a movement of the toothed rack 35 in accordance with this force acting on the piston 33 in the first direction of movement, hydraulic fluid must be displaced from the pressure chamber 26, which takes place via the first discharge connection 44 to the suction side of the pump 2. As a result of the throttle 45 acting in the first discharge connection 44, however, a resistance is generated with regard to the displacement of the hydraulic fluid from the pressure chamber 26, so that a force acts on the piston 34 of the piston-cylinder unit 5, which is that of the piston 33 of the piston -Cylinder unit 4 is opposed force, but which is smaller than the latter force.

If movement of the vehicle door or vehicle flap 39 in a second direction of movement is desired, the drive direction of the pump 2 is reversed so that the connection 15 is the pressure side of the pump 2, while the connection 12 is the suction side of the pump 2. The valve assembly 6 is then switched to the second operating position as a result of the control port 28 being pressurized with a greater pressure than the pressure at the control port 27. In this, the supply line 14 pressurized with the greater pressure is connected to the pressure chamber 26 of the piston-cylinder unit 5 via a second supply connection 46, while the pressure chamber 25 of the piston-cylinder unit 4 is connected via a second discharge connection 47 with a throttle 48 arranged therein with the supply line 11, which is acted upon by the lower pressure. Thus, in the second operating position of the valve assembly 6 and for the second drive direction of the pump 2, the force exerted on the piston 34 in the pressure chamber 26 outweighs the force exerted on the piston 33 in the pressure chamber 25, so that movement of the vehicle door or vehicle flap 39 takes place in a second direction of movement. Here too, a resistance or a counterforce is brought about by the throttle arranged in the second discharge connection 47.

It is possible for the rack and pinion gear stage 36, the piston-cylinder units 4, 5, the admission lines 23, 24, the valve assembly 6, the control lines 29, 30 and part of the supply lines 11, 14 to be arranged in a single unit 49. In this case, the rotary column 37 protrudes from the assembly 49 beyond a suitable, sealed interface 50. Furthermore, the assembly 49 has connections 51, 52 via which those in the assembly 49 partial line strands 11a, 14a of the supply lines 11, 14 are connected to the partial line strands 11b, 14b of the supply lines 11, 14 which extend outside the structural unit 49. A partial line branch 17a of the compensating line 17 running in the unit 49 can be connected to the pump 2 via a further connection 53 of the unit 49.

Fig. 2 shows schematically a constructive embodiment of such a unit 49. In a recess 54 of a housing 55, the rack 35 is slidably sealed by at least one sealing element 56. The rack 35 meshes with a toothing 57 with a corresponding external toothing 58 of the pinion 38, which is connected to the rotary column 37 in a rotationally fixed manner. The rack 35 integrally forms the two pistons 33, 34 of the piston-cylinder units 4, 5. Here, the piston 34 is formed with a flat piston surface 59 formed by the end face of the rack 35. In contrast, a piston surface 60 of the piston 33 of the piston-cylinder unit 4 is designed in a stepped manner with a partial piston surface 61a, which is formed from an end face of the toothed rack 35, and a further, offset partial piston surface 61b, the toothing being between the partial piston surfaces 61a, 61b 57 extends. In the in Fig. 2 shown operating position, the volume of the pressure chamber 25 of the piston-cylinder unit 4 is maximum, while the volume of the pressure chamber 26 of the piston-cylinder unit 5 is minimal. For the exemplary embodiment shown, the volume of the pressure chamber 26 is vanishingly small, so that the piston surface 59 abuts the housing 55 on the end face. Fig. 2 shows the assembly 49 in an open or closed position of the vehicle door or vehicle flap 39.

The toothing 57 and the external toothing 58 are arranged in the pressure chamber 25 filled with the hydraulic fluid, so that the hydraulic fluid also serves to lubricate the engagement and the rolling contact of the toothing 57 and the external toothing 58. The recess 54 of the housing 55 is sealed to the outside via a closure body 62 screwed in here.

In Fig. 2 it can be seen that an admission line 23, 24 opens into the pressure chambers 25, 26.

The control of the pressurization of the pressurization lines 23, 24 via the valve assembly 6 is shown in detail III according to Fig. 3 shown in more detail: The admission lines 23, 24 open into a recess 63 of the housing 55. For the exemplary embodiment shown, the recess 63 is designed as a through-bore 64 with a constant cross-section, which is sealed at the end by locking screws 65, 66. A control slide 67 is slidably guided in the recess 63. The connection 10 connected to the supply line 11 and the connection 13 connected to the supply connection 14 also open into the recess 63. A compensation chamber 19 is also arranged in the housing 55. The compensation chamber 19 is delimited by a flexible membrane 68, with which the volume of the compensation chamber 19 is variable, and closed by a closure body 69. The compensation chamber 19 is hydraulically connected to the recess 63 via the compensation line 17, which also opens into the recess 63.

For the exemplary embodiment shown, the admission lines 23, 24 are designed in the form of channels which also open into the equalization chamber 19, but which are blocked off from the equalization chamber 19 by closure elements 70, 71 (such as king expanders). The control slide 67 has control edges and can be displaced into the recess 63 relative to the application lines 23, 24 and the compensation line 17 or their mouth regions in such a way that according to the explanation Fig. 1 the neutral operating position and the first and the second operating position of the valve assembly 6 can be created with the different connections that have been created and shut off described there, in particular with the supply connections 43, 46 and discharge connections 44, 47.

For that in the 3 to 5 In the exemplary embodiment shown, the control slide 67 has blind bores 72, 73 which extend from the end faces and which are closed in the region of the end faces of the control slide 67 by closure elements 74, 75. In the inner end regions, the blind bores 72, 73 are each connected to a common annular space 78 via transverse channels 76, 77. The annular space 78 is delimited radially on the inside by the control slide 67, while the latter is delimited radially on the outside by the recess 63. The control slide 67 has further transverse channels 79, 80, which are stepped here, which are arranged on the side facing away from the annular space 78 from the transverse channels 76, 77 and likewise open into the blind bores 72, 73.

In the in Fig. 3 effective neutral operating position are the transverse channels 79, 80 and the control edges formed by them in the mouth area of the admission lines 23, 24 arranged. Thus, in the neutral operating position, the admission line 23 is connected to the admission line via the short-circuit connection 42, which is formed here with the cross channel 79, the blind hole 72, the cross channel 76, the annular space 78, the cross channel 77, the blind hole 73 and the cross channel 80 24 connected.

Control chambers 81, 82 acting in opposite directions on the control slide 67 are formed between the end faces of the control slide 67 and the locking screws 65, 66. In the control chambers 81, 82, a compression spring 83, 84 is prestressed between the associated end face of the control slide 67 and one end face of the locking screws 65, 66. On the other hand, lead to the in Fig. 3 effective neutral operating position, the connections 10, 13 each in the associated control chamber 81, 82. When the pump 2 is not in operation, the same pressures are present at the connections 10, 13, which means that the hydraulic forces acting on the end faces of the control slide 67 are equally large. As a result of the action of the compression springs 83, 84, the control slide 67 is held in the neutral operating position.

On the other hand, if the pump 2 is driven in the first direction of rotation, the pressure at the connection 10 is greater than the pressure at the connection 13, so that the force exerted on the control slide 67 in the control chamber 81 is greater than that correspondingly on the other side in FIG the control chamber 82 force exerted on the spool 67. The control slide 67 is thus from the neutral operating position Fig. 3 according to the first operating position Fig. 4 postponed. In the first operating position according to Fig. 4 the connection 10 is connected to the supply line 23 via the first feed connection 43, which is formed here by an end annular space 85. On the other hand, as a result of the movement of the control slide 67 into the first operating position, the connection between the transverse channel 79 and the application line 23 is shut off and the transverse channel 80 reaches the mouth area of the connection 13. In the first operating position, hydraulic fluid can be supplied from the application line 24 through the discharge connection 44, which is formed here with a stepped transverse channel 86 with a throttle 45 formed therefrom, the blind hole 73 and the transverse channel 80, to the connection 13. At the same time, the blind hole 73 is connected to the compensating line 17 via the transverse channel 77 and the annular space 78.

The same applies to the second operating position, which in Fig. 5 is shown.

The measures according to the invention can also be used in conjunction with embodiments according to the prior art mentioned at the outset. For example, the rotary column 37 can also be raised using a suitable piston-cylinder unit, as described in the publication DE 10 2010 002 625 B4 is described. For the embodiment according to the invention, the throttle 45 acts over the entire actuating stroke in the discharge connection 44 in the first adjusting direction, while the throttle 48 acts in the second discharging connection 47 over the entire adjusting stroke in the other adjusting direction.

In order to avoid that in the first and second operating positions due to the control chamber 81, 82 with a minimized volume due to the hydraulic fluid trapped in the control chamber 81, 82, movement of the control slide 67 is not possible, the control chambers 81, 82 are connected via further transverse channels 87, 88 with throttles 89, 90 arranged therein connected to the blind holes 72, 73. The transverse channels 87, 88 with the throttles 89, 90 arranged therein preferably influence damping of the movement of the control slide 67, since a change in the volume of the control chambers 81, 82 requires an exchange of the hydraulic fluid between the blind bore 72 and the control chamber 81 or the blind hole 73 and the control hole 82 through the throttle 89 or 90.

While the control edges can certainly be formed with sealing elements of the control slide to ensure the different operating positions, it is also possible that only a small gap (in particular less than 30, 20 or even 10 micrometers) remains between the housing 55 and the control slide 67, which then the hydraulic fluid can not be passed (or at least with a small leak).

Fig. 2 shows a structural embodiment of the assembly 49 according to Fig. 1 , In this case, in particular parts of the supply lines 11, 14, which do not run through the housing 55 in the area of the cuts selected here, are not shown. The assembly 49 according to Fig. 2 communicates as for Fig. 1 explained, hydraulically via the connections 51, 52, 53 with an external pump 2 and via a mechanical interface 50 with the vehicle door 39, without that in Fig. 2 the connections 51, 52, 53 and the mechanical interface 50 are shown.

LIST OF REFERENCE NUMBERS

1

hydraulic drive assembly

2

reversible pump

3

hydraulic control circuit

4

Piston-cylinder unit

5

Piston-cylinder unit

6

valve assembly

7

valve unit

8th

spool valve

9

5/3-way valve

10

Connection for the first supply line

11

first supply line

12

first connection pump

13

Connection for the second supply line

14

second supply line

15

second connection pump

16

connection

17

compensation line

18

branch

19

Tank, compensation chamber

20

supply terminal

21

connection

22

connection

23

impingement line

24

impingement line

25

pressure chamber

26

pressure chamber

27

control connection

28

control connection

29

control line

30

control line

31

mechanical drive shaft

32

power unit

33

piston

34

piston

35

rack

36

Rack and pinion gear stage, rack and pinion drive

37

rotating column

38

pinion

39

Vehicle door, vehicle flap

40

feather

41

feather

42

Fistula

43

first feed connection

44

first laxative connection

45

throttle

46

second feed connection

47

second laxative connection

48

throttle

49

unit

50

interface

51

connection

52

connection

53

connection

54

recess

55

casing

56

sealing element

57

gearing

58

external teeth

59

piston area

60

piston area

61

Part piston area

62

closure body

63

recess

64

Through Hole

65

Screw

66

Screw

67

spool

68

membrane

69

closure body

70

closure element

71

closure element

72

Blind hole

73

Blind hole

74

closure element

75

closure element

76

Querkanal

77

Querkanal

78

annulus

79

Querkanal

80

Querkanal

81

control chamber

82

control chamber

83

compression spring

84

compression spring

85

annulus

86

Querkanal

87

Querkanal

88

Querkanal

89

throttle

90

throttle

91

actuating piston

Claims (14)

1. Hydraulic drive assembly (1) for a vehicle door or vehicle hatch (39) comprising

   a) a first and a second hydraulic piston-cylinder-unit (4, 5), which are drivingly coupled to the vehicle door or vehicle hatch (39),

   b) a valve assembly (6),

   ba) which comprises ports (10, 13, 21, 22) for a first hydraulic supply line (11), a second hydraulic supply line (14), the first piston-cylinder-unit (4) and the second piston-cylinder-unit (5),

   bb) by which it is possible to change the hydraulic bias of the piston-cylinder-units (4, 5) dependent on the operating position of the valve assembly (6) by establishing, interrupting or changing a connection of the port (10) for the first hydraulic supply line (11) to the port (21) for the first piston-cylinder-unit (4) and/or a connection of the port (13) for the second hydraulic supply line (14) to the port (22) for the second piston-cylinder-unit (5) and

   bc) which comprises at least one hydraulic control port (27, 28) where it is possible to change the operating position of the valve assembly (6) by the hydraulic bias of the hydraulic control port (27, 28),

   where

   c) the valve assembly (6)

   ca) comprises a neutral operating position wherein the valve assembly (6) hydraulically connects the ports (21, 22) for the first piston-cylinder-unit (4) and the second piston-cylinder-unit (5) hydraulically to each other,

   cb) comprises a first operating position wherein the valve assembly (6) connects the port (21) for the first piston-cylinder-unit (4) to the port (10) for the first hydraulic supply line (11) via a first delivery connection (43) and connects the port (22) for the second piston-cylinder-unit (5) to the second port (13) for the second hydraulic supply line (14) via a first discharge connection (44) and

   cc) comprises a second operating position wherein the valve assembly (6) connects the port (21) for the first piston-cylinder-unit (4) to the first port (10) for the first hydraulic supply line (11) via a second discharge connection (47) and connects the port (22) for the second piston-cylinder-unit (5) to the second port (13) for the second hydraulic supply line (14) via a second delivery connection (46) and

   d) the first discharge connection (44) has a stronger throttling effect than the first delivery connection (43) and/or the second discharge connection (47) has a stronger throttling effect than the second delivery connection (46).
2. Hydraulic drive assembly (1) of claim 1, characterised in that the first supply line (11) and the second supply line (14) are connected to ports (12, 15) of a reversible pump (2), the ports (12, 15) providing a pressure source and a reduced pressure.
3. Hydraulic drive assembly (1) of one of the preceding claims, characterised in that the piston-cylinder-units (4, 5) and the valve assembly (6) are embodied as a constructional unit (49).
4. Hydraulic drive assembly (1) of claim 3, characterised in that a transmission or a transmission part is integrated into the constructional unit (49).
5. Hydraulic drive assembly (1) of claim 4, characterised in that the transmission or transmission part comprises a toothed rack (35) and a pinion (38) meshing with the rack (35).
6. Hydraulic drive assembly (1) of one of the preceding claims, characterised in that the piston-cylinder units (4, 5) comprise a common piston (91).
7. Hydraulic drive assembly (1) of one of the preceding claims, characterised in that at least one discharge connection (44; 47) comprises a throttle (45; 48).
8. Hydraulic drive assembly (1) of one of the preceding claims, characterised in that the valve assembly (6) comprises two control ports (27, 28) controlling in opposite directions where a first control port (27) is connected to the first supply line (11) and the second control port (28) is connected to the second supply line (14).
9. Hydraulic drive assembly (1) of one of the preceding claims, characterised in that a compensation chamber (19) is provided.
10. Hydraulic drive assembly (1) of claim 9 directly or indirectly referring back to claim 3, characterised in that the compensation chamber (19) is integrated into the constructional unit (49).
11. Hydraulic drive assembly (1) of claim 9 or 10, characterised in that the compensation chamber (19) is connected to a tank or reservoir.
12. Hydraulic drive assembly (1) of one of the preceding claims, characterised in that

    a) in the neutral operating position the ports (21, 22) for the first piston-cylinder-unit (4) and the second piston-cylinder-unit (5) are connected to the compensation chamber (19) or to a port (16) connected to the compensation chamber or a tank or reservoir,

    b) in the first operating position the port (22) for the second piston-cylinder-unit (5) is connected via the first discharge connection (44) to the compensation chamber (19) or to a port (16) connected to a compensation chamber or a tank or reservoir (19) and/or

    c) in the second operating position the port (21) for the first piston-cylinder-unit (5) is connected via the second discharge connection (48) to the compensation chamber (19) or to a port (16) connected to a compensation chamber or a tank or reservoir (19).
13. Hydraulic drive assembly (1) of one of the preceding claims, characterised in that the valve assembly (6) is embodied as a sliding valve (8).
14. Hydraulic drive assembly (1) of claim 13, characterised in that the sliding valve (8) comprises a control slider (67), the front surfaces of the control slider (67) each being arranged in a control chamber (81, 82) in a way such that these can be displaced or moved by a sliding motion, the control chambers (81, 82) each being connected to a hydraulic control port (27, 28).

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