EP3842608A1 - Unité d'engrenage, unité fonctionnelle, véhicule ainsi que procédé de fonctionnement d'une unité fonctionnelle - Google Patents

Unité d'engrenage, unité fonctionnelle, véhicule ainsi que procédé de fonctionnement d'une unité fonctionnelle Download PDF

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Publication number
EP3842608A1
EP3842608A1 EP20214332.7A EP20214332A EP3842608A1 EP 3842608 A1 EP3842608 A1 EP 3842608A1 EP 20214332 A EP20214332 A EP 20214332A EP 3842608 A1 EP3842608 A1 EP 3842608A1
Authority
EP
European Patent Office
Prior art keywords
gear
drive
unit
movable part
output
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP20214332.7A
Other languages
German (de)
English (en)
Inventor
Artur Torka
Stephan Wietkamp
Thorsten Torkowski
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Huf Huelsbeck and Fuerst GmbH and Co KG
Original Assignee
Huf Huelsbeck and Fuerst GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huf Huelsbeck and Fuerst GmbH and Co KG filed Critical Huf Huelsbeck and Fuerst GmbH and Co KG
Publication of EP3842608A1 publication Critical patent/EP3842608A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/32—Details of the actuator transmission
    • E05B81/34—Details of the actuator transmission of geared transmissions
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/32—Details of the actuator transmission
    • E05B81/46—Clutches
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/48—Actuators being driven in a single direction

Definitions

  • the invention relates to a transmission unit, a functional unit, a vehicle and a method for operating a functional unit.
  • Different actuators or actuating devices for parts of motor vehicles are known from the prior art.
  • an electronic rear lock it is known to move a locking bolt of the rear lock by means of an electric motor from a closed position to an open position when a user operates the lock, for example via a radio remote control.
  • a gear unit is normally provided, which is folded between the electric motor and the locking bolt of the rear lock in order to translate the drive movement of the electric motor into a drive movement of the locking bolt.
  • a return spring with a high spring force is usually provided. This spring and the electric motor counteract each other via the gear unit so that the motor is dragged along with the return movement of the locking bolt.
  • a gear unit for transmitting a drive movement of a drive unit to a movable part of a functional unit, preferably in the form of a door lock, a door handle, a rear-view camera or the like, is provided for a vehicle.
  • the gear unit has a gear input for coupling with the drive unit and a gear output for coupling with the movable part.
  • the transmission unit also has a transmission arrangement for coupling the transmission input to the transmission output.
  • the gear arrangement is the Drive movement of the drive unit can be transmitted to the movable part, ie preferably translatable, in order to move the movable part from a first position to a second position.
  • a decoupling mechanism is provided, by means of which the transmission output can be decoupled from the transmission input for a return movement of the movable part from the second position to the first position.
  • the movable part can be, for example, a locking bolt of a lock, part of an extendable door handle or an extendable rear-view camera for the vehicle.
  • the door lock can preferably comprise a lock of a door or flap for a motor vehicle.
  • the door lock can preferably be a tailgate lock.
  • the vehicle is preferably a motor vehicle.
  • the gear arrangement preferably has the decoupling mechanism.
  • the transmission input and / or the transmission output can be formed by components of the transmission arrangement.
  • the transmission arrangement can, for example, connect the transmission input to the transmission output via transmission elements.
  • the gear arrangement can translate a high speed at the gear input into a low speed at the gear output.
  • the gear arrangement can also translate a drive torque of the drive unit from the gear input to the gear output.
  • the gear arrangement can in particular have a plurality of gear elements, preferably in the form of gear wheels.
  • the gear arrangement can comprise a worm gear and / or a spur gear.
  • the gear elements of the gear arrangement are preferably helically toothed in order to reduce the development of noise.
  • the movable part can preferably only be moved from the first position into the second position and vice versa by the gear unit.
  • the first position can be, for example, an actuation position in which the movable part and / or the functional unit provides a function of the vehicle.
  • the second position can be a rest position. If the functional unit is a rear lock, it can be for For example, the first position is an open position and the second position a closed position of a locking element of the rear lock.
  • the drive unit can preferably comprise a motor by which a torque can be generated.
  • a coupling of the transmission output and the transmission input can be understood to mean that there is an operative connection through which a movement and / or force can be transmitted.
  • the decoupling of the transmission output and the transmission input can preferably be understood to mean that a free movement is enabled at the transmission output that is independent of the transmission input.
  • a transmission of a force and / or a torque from the transmission input to the transmission output can be omitted.
  • the drive unit can initiate a drive movement in only one direction.
  • an electric motor can be provided which only rotates in one direction of rotation in order to move the movable part from the first position to the second position. It is therefore not necessary to implement a return movement by the drive unit.
  • the decoupling mechanism has a drive element that is in operative connection with the gear input, and an output element that can be moved by the drive element, the drive element for the return movement from the second position to the first position can be decoupled from the output element.
  • the drive element and / or the output element can be a gear element of the gear arrangement.
  • the output element can form the transmission output or are in operative connection with the transmission output.
  • the drive element is in operative connection with the transmission input. It is particularly conceivable that the drive element forms the transmission input.
  • the decoupling mechanism can thus be formed by gear elements of the gear arrangement.
  • the decoupling of the gear output from the gear input for the return movement can be implemented by a corresponding configuration of gears in the gear arrangement.
  • the same elements can be used to transmit a torque during the movement of the movable part from the first position into the second position.
  • the drive element has a coupling area for coupling with the output element and a decoupling area for decoupling from the output element, in particular wherein the coupling area and the decoupling area are arranged over a circumference, so that a rotation of the drive element, in particular by a first axis of rotation of the drive element, leads from a coupling to decoupling.
  • the decoupling area and / or the coupling area can be used to switch between the decoupling and the coupling in a simple manner.
  • the coupling area of the drive element can have teeth, by means of which a movement can be transmitted to the output element.
  • the decoupling area can, for example, be switched off toothless.
  • the coupling area for coupling with the output element can preferably be switched off when the coupling area faces the output element.
  • the decoupling area can be switched off for decoupling with the output element when the decoupling area faces the output element.
  • the coupling area and / or the decoupling area can advantageously be arranged on the circumference of the drive element.
  • the coupling area and the decoupling area are preferably located in a plane which is oriented perpendicular or substantially perpendicular to a first axis of rotation of the drive element. Additionally and / or alternatively, it is conceivable that the output element has a coupling area for coupling with the drive element and a decoupling area for decoupling from the drive element.
  • the coupling area of the drive element can preferably be designed to correspond to the coupling area of the output element and the decoupling area of the drive element to the decoupling area of the output element.
  • the drive element in particular only, can be rotated in a first direction of rotation about a first axis of rotation in order to drive the output element in a second direction of rotation about a second axis of rotation, the output element in the return movement of the movable part in the first direction of rotation is rotatable about the second axis of rotation.
  • This can be implemented, for example, in that the coupling area and the decoupling area of the drive element and / or output element are arranged over a circumference, preferably form a circumference.
  • the drive element can be permanently coupled to the drive unit. It is conceivable that the gear unit is designed to be self-locking, for example between the gear input and the drive element.
  • the second direction of rotation is preferably opposite to the first direction of rotation.
  • the change from the first direction of rotation to the second direction of rotation can be implemented, for example, by a face toothing of the drive element and the output element.
  • the decoupling area of the drive element forms a free movement space at a certain angle of rotation of the drive element to the output element, for example through a toothless design of the decoupling area, through which the return movement of the output element, in particular in the first direction of rotation, can take place without Forces are transmitted from the output element to the drive element.
  • the decoupling for the return movement from the second position to the first position of the movable part can thus be implemented in a simple manner.
  • the drive element has at least one first driver element and the output element has at least one first pick-up element, the first pick-up element being able to be taken along by the first driver element for the positive transmission of a drive force from the drive element to the output element.
  • the first driver element and the first pick-up element are preferably designed to correspond to one another.
  • the entrainment element is a tooth and the pick-up element is a tooth gap.
  • a kinematic reversal is also conceivable in which the entrainment element represents the tooth gap and the pick-up element represents a tooth.
  • the entrainment element comprises a projection of the Drive element in the radial and / or axial direction.
  • the first pick-up element can comprise a recess of the output element which extends in the radial and / or axial direction of the output element.
  • a gear stage of the gear arrangement can be formed by the first driver element and the first pick-up element.
  • the output element has at least one further pick-up element and the drive element has at least one further driver element, in particular wherein the first pick-up element differs from the further pick-up element and / or the first driver element differs from the further driver element in such a way that for Transferring a driving force only the first pick-up element can be taken along by the first entrainment element.
  • the drive element can preferably have a plurality of further driver elements and / or the output element can have a plurality of further pick-up elements.
  • the coupling area of the drive element and the output element can be enlarged by means of further pick-up elements and further entrainment elements.
  • a circular arc in which the coupling area extends is enlarged.
  • a translation from the drive element to the output element is made possible.
  • the drive element and the output element on the driver elements and the pick-up elements have different effective diameters for torque transmission.
  • first pick-up element differs from the further pick-up element and / or the first driving element differs from the further driving element, so that only the first pick-up element can be carried along by the first driving element, it can also be made possible that a movement is only possible with a certain orientation of the drive element to the driven element of the movable part from the first position to the second position is enabled. In this way, it can be prevented, for example, that the movable part is rotated beyond the second position and / or tilting occurs within the gear unit. This can prevent a misalignment of the drive element in relation to the output element and a resulting high drive force in the transmission if, for example, the first position of the movable part is defined by a stop.
  • the first driver element is unique with respect to the drive element and / or the first Collection element is unique in relation to the drive element.
  • several further driver elements and / or further pick-up elements can be provided to enlarge the coupling area, which can in particular be designed in the same way as one another.
  • the first driver element extends into a first driver plane and the further driver element into a second driver plane, so that the first driver element in the first driver plane and the further driver element only in the second driver plane with the output element can be coupled.
  • the first pick-up element preferably extends into the first pick-up level and the further pick-up element extends into the second pick-up level.
  • the first entrainment element and the first pick-up element can also extend over the first and second entrainment level.
  • the output element has a blocking means to prevent the further pick-up element from being carried along by the first entrainment means, in particular the blocking means in the first entrainment plane being at least partially circumferential on the output element.
  • the blocking means can be, for example, an at least partially circumferential edge of the output element.
  • the blocking means can be designed to prevent a form-fitting pairing of the drive element and the output element, at least in some areas. In this way, a mismatch of the drive element and the output element can be prevented in a reliable manner. This can ensure that the drive element and the output element are only coupled to transfer the first position into the second position and that the movable part is not moved beyond the second position.
  • the gear unit has a locking means by which a direction of movement, preferably a rotation about the first axis of rotation in a second direction of rotation opposite to the first Direction of rotation, the drive element can be blocked, in particular wherein the locking means comprises a freewheel.
  • the locking means can be resiliently mounted, for example, in order to block the direction of movement of the drive element and to release another direction of movement.
  • the blocked direction of movement can preferably be the second direction of rotation of the drive element.
  • the drive unit includes an electric motor and this is switched off, a magnetic field of the electric motor can collapse and cause a reverse rotation.
  • the drive element could possibly be driven in a direction of rotation opposite to the first direction of rotation and / or the gear arrangement could become distorted.
  • the locking means can comprise a spring-mounted lever in order to form the freewheel.
  • the locking means can comprise an elastic projection, in particular in the form of a spring lip, which acts with the drive element and can be overcome by the drive element in at least one, preferably only one, direction of rotation of the drive element.
  • the locking element can act with the first or a further driver element and / or a toothing of the drive element in order to realize the freewheel.
  • a gear housing is provided in which the gear arrangement is arranged, preferably so that the gear unit can be mounted modularly between the drive unit and the movable part.
  • the gear housing can protect the gear arrangement against environmental influences.
  • the transmission housing can, for example, comprise fastening interfaces for fastening the transmission unit to the vehicle.
  • the transmission input and / or the transmission output can be formed, for example, by a motor shaft protruding into the transmission housing.
  • the gear unit can be used for different moving parts and / or drive units.
  • the gear unit has a stop means by which the return movement of the movable part can be limited in the first position.
  • the stop means can be part of the transmission housing, for example.
  • the sling can do this be designed so that the output element of the gear assembly strikes the stop means when the movable part has reached the first position during the return movement.
  • the movement of the movable part from the first position into the second position can be limited by the stop means in the second position.
  • the stop means preferably has an elastic material in order to dampen a stop and thus to reduce the development of noise.
  • the gear housing comprises a two-component plastic injection-molded part, the stop means being injection-molded as a soft component onto a hard component that at least partially or completely surrounds the gear arrangement.
  • a functional unit for a vehicle has a movable part for a function of the vehicle and a drive unit for driving the movable part. Furthermore, the functional unit has a transmission unit with a transmission input, which is coupled to the drive unit, and a transmission output, which is coupled to the movable part. Furthermore, the transmission unit has a transmission arrangement for coupling the transmission input to the transmission output. By coupling the gear input to the gear output, a drive movement of the drive unit can be transmitted to the movable part by the gear arrangement in order to move the movable part from a first position to a second position. It is also provided that the gear unit, preferably the gear arrangement of the gear unit, has a decoupling mechanism by which the gear output can be decoupled from the gear input for a return movement of the movable part from the second position to the first position.
  • the functional unit can be, for example, a door lock, preferably in the form of a rear lock, a door handle and a reversing camera for the vehicle.
  • the movable part can, for example, comprise part of the housing of the door handle and / or the reversing camera. It is also conceivable that the movable part comprises a locking element of the door lock.
  • the drive unit can preferably comprise an electric motor, a hydraulic motor and / or a pneumatic drive. As a result, a decentralized arrangement of the functional unit on the Vehicle to be enabled.
  • the functional unit can be mounted on the vehicle independently or essentially independently of other systems.
  • a functional unit according to the invention has the same advantages as have already been described in detail with reference to a gear unit according to the invention.
  • the transmission output is connected in one piece, i.e. in particular integrally, to the movable part.
  • the output element and the movable part can be formed together by a plastic injection-molded part.
  • the transmission input is formed by an output shaft of the drive unit.
  • the gear unit is designed as a modular unit which is arranged between the movable part and the drive unit in order to form the functional unit.
  • a control unit for controlling the drive unit, in particular wherein the control unit has a holding module for switching off the drive unit when the movable part reaches the second position.
  • the control unit can preferably be a decentralized control unit of the vehicle for the functional unit. However, it is also conceivable that the control unit is integrated into a central control unit of the vehicle.
  • the control unit can comprise a microprocessor, a processor and / or the like.
  • the control unit can preferably be designed to switch off the drive unit when the second position is reached, as a result of which an overload due to continued operation of the drive unit can be prevented.
  • the holding module can be designed to cause a short circuit in the drive unit in order to prevent the collapse of a magnetic field in the drive unit from leading to an unintended movement within the gear unit.
  • the holding module can also be designed to detect when the second position has been reached, for example by evaluating a current curve of a current consumption of the drive unit.
  • a sensor for detecting the reaching of the second Position can be provided by the movable part, which is connected to the control unit or can be brought into communication.
  • a restoring element is provided, by means of which the movable part can be driven from the second position into the first position, in particular wherein the gear arrangement is preloaded by the restoring element when the moving part is in the second position.
  • the restoring element can preferably be part of the gear unit.
  • the return element can be a return spring.
  • the restoring element can act directly on the moving part or indirectly.
  • a part of the gear arrangement can be preloaded by the restoring element when the movable part is moved into the second position. Automatic resetting by the resetting element can thus be made possible as soon as the transmission output is decoupled from the transmission input.
  • the decoupling can make it possible for the restoring element to have only a low restoring force and thus to be small.
  • noise emissions can also be reduced if a stop of the movable part or of another component is provided in order to define the first and / or second position of the movable part.
  • the restoring element is arranged on the output element, in particular wherein the restoring element is designed as a torsion spring.
  • the restoring element can be arranged within a transmission housing of the transmission unit. If the restoring element is designed as a torsion spring, the restoring element can be arranged, for example, coaxially with the output element.
  • the restoring element preferably acts directly on the output element.
  • the movable part is a closing element of a door lock, in particular in the form of a rear lock, for a vehicle door of the vehicle.
  • a door lock or a rear lock therefore forms an advantageous area of application for the gear unit according to the invention.
  • the transmission output is coupled to the movable part via an intermediate mechanism, by means of which a rotational movement at the transmission output, in particular a rotational movement of the output element of the transmission unit, can be translated into an at least partially translational movement.
  • the intermediate mechanism can, for example, comprise a link guide via which the transmission output is coupled to the movable part.
  • the intermediate mechanism comprises a screw mechanism, by means of which the rotational movement at the transmission output can be translated into a translational movement. In this way, any complex movement sequences of the moving part can be achieved and at the same time a rotary movement can be used at the transmission output.
  • the gear unit can be designed simply and can be used in particular for other applications.
  • a vehicle which has a functional unit according to the invention.
  • a vehicle according to the invention has the same advantages as have already been described in detail with reference to a functional unit according to the invention.
  • the vehicle is preferably a motor vehicle, in particular an electric vehicle.
  • a method according to the invention thus brings the same advantages as have already been described in detail with reference to a functional unit according to the invention, a vehicle according to the invention and / or a transmission unit according to the invention.
  • the method can preferably be used in a vehicle according to the invention.
  • the transmission of the drive movement to the transmission input can preferably take place via a drive unit which is connected to the transmission input.
  • a drive unit which is connected to the transmission input.
  • an output shaft of the drive unit can act with the transmission input and transmit a rotary movement and / or a torque.
  • the torque and / or the speed can preferably be translated.
  • the translation of the drive movement has the value 1, so that a change in the drive torque and / or the drive movement does not take place or only takes place within the scope of the efficiency of the gear unit.
  • the movable part can be adjusted from a closed position into an open position or from a rest position into an operating position.
  • the decoupling of the transmission input from the transmission output can preferably take place within the transmission unit, in particular by means of a decoupling mechanism.
  • Moving the movable part back from the second position into the first position can preferably be carried out automatically, in particular by pretensioning the movable part and / or the gear unit.
  • the functional unit is preferably mounted on the vehicle.
  • FIG. 1 shows a functional unit 2 according to the invention in a schematic representation.
  • the functional unit 2 has a drive unit 10, by means of which a drive movement can be transmitted to a movable part 30 via a gear unit 20 according to the invention.
  • the movable part 30 can preferably be a reversing camera, a closing element of a door lock, in particular in the form of a rear lock, or a door handle. Additionally or alternatively, it is conceivable that the movable part 30 comprises other components for performing a function, preferably a comfort function, of a vehicle 1.
  • the drive unit 10 is activated by a control unit 50 in order to initiate the movement of the movable part 30.
  • the movable part 30 can be moved from a first position I to a second position II.
  • the movable part 30 can be moved rotationally and / or translationally from the first position I into the second position II.
  • a pivoting of the movable part 30 is conceivable.
  • an intermediate mechanism 31 can also be provided, which is arranged between the movable part 30 and the gear unit 20 in order to translate a rotary movement at a gear output 22 of the gear unit 20 into any, in particular predetermined, movement of the movable part 30.
  • the gear unit 20 is coupled to the movable part 30, in particular via the intermediate mechanism 31, at the gear output 22.
  • the transmission unit 20 is coupled to the drive unit 10 at a transmission input 21.
  • the gear unit 20 has a gear arrangement 23, by means of which the movement of the drive unit 10 can preferably be translated to the movable part 30.
  • the gear arrangement 23 can, for example, have gear elements 41, 42, 43, preferably in the form of gearwheels.
  • the gear arrangement 23 also has a decoupling mechanism 40, by means of which the gear output 22 can be decoupled from the gear input 21 for a return movement of the movable part 30 from the second position II to the first position I.
  • Figure 2 shows a vehicle 1 according to the invention with the functional unit 2.
  • the functional unit 2 can be arranged on a tailgate of the vehicle 1.
  • the functional unit 2 can preferably be operated by a method 100 according to the invention, the method steps of which are shown schematically in FIG Figure 3 and to which reference is made below.
  • the decoupling mechanism 40 of the gear arrangement 23 according to FIG Figure 4 a drive element 41 and an output element 42, which are preferably designed in the form of gears.
  • the drive element 41 is in operative connection with the transmission input 21 of the transmission unit 20 via a further transmission element 43.
  • the drive element 41 and the further gear element 43 can form a gear stage of the gear unit 20.
  • the drive movement is therefore at least indirectly transmitted to the drive element 41 via the further drive element 43, as a result of which the drive movement is translated 102 from the transmission input 21 to the transmission output 22 when the drive element 21 is connected the output element 42 is coupled.
  • the movable part can be moved 103 from the first position I to the second position II.
  • the coupling of the drive element 21 with the output element 42 within the gear assembly 23 is in the Figures 4 and 5 shown.
  • the drive element 41 has a first entrainment element 41.1 which is unique with respect to the drive element 41.
  • first driver element 41.1 for transmitting the drive movement to the output element 42 can only be coupled to a first pick-up element 42.1, in particular in the form of a recess, on the output element 42. If the first driver element 41.1 engages in the first pick-up element 42.1, a drive movement is transmitted in that a rotation of the drive element 41 in a first direction of rotation 200 about a first axis of rotation 44 is translated into a direction of rotation 201 of the output element 42 opposite to the first direction of rotation 200. If the drive element 41 continues to rotate, as in FIG Figure 5 shown, engage further driver elements 41.2 of the drive element 41 in further pick-up elements 42.2 of the drive element.
  • the further entrainment elements 41.2 preferably differ from the first entrainment element 41.1 in that the further entrainment elements 41.2 only extend in a second entrainment plane 47, while the first entrainment element 41.1 extends over the second entrainment plane 47 into a first entrainment plane 46.
  • the first driver element 41.1 acts with the first pickup element 42.1 in the first and second driver plane 46, 47, while the further driver elements 41.2 with the further pickup elements 42.2 only act in the second driver plane 47.
  • the first entrainment element 41.1 can extend beyond the further entrainment elements 41.2, that is to say, in particular, it can be raised in relation to the further entrainment elements 41.2.
  • the output element 32 has a blocking means 42.3 in the form of an at least partially circumferential edge in the first entrainment plane 46. If the drive element 41 is rotated further along the first direction of rotation 200 by the drive unit 10, then, as in FIG Figure 6 shown, a transition from a coupling area 41.3 to an end coupling area 41.4 of the drive element 41 takes place.
  • the coupling area 41.3 is suitable for coupling with the output element 42 due to the entrainment elements 41.1, 41.2, while the end coupling area 41.4 is designed for decoupling from the output element 42 by a free space on the drive element 41, in particular radial and / or arc-shaped.
  • the output element 42 which is coupled in particular to the movable part 30, can be rotated along the first direction of rotation 200 about the second axis of rotation 45 without the output element 42 acting on the drive element 41.
  • This also results in a decoupling 104 of the transmission output 22 from the transmission input 21, as a result of which the movable part 30 is finally decoupled from the drive unit 10.
  • a restoring element 26 is provided, which in the present exemplary embodiment is designed as a torsion spring and acts directly on the output element 42.
  • the restoring element 26 is supported on a gear housing 24 of the gear unit 20.
  • a locking means 25 is provided which comprises a freewheel.
  • the locking means 25 is shown in the present embodiment as a lever, which is preferably resiliently mounted.
  • Figure 8 shows an alternative embodiment of the locking means 25 as an elastic component, in particular as a spring lip, which acts with the drive element 41, in particular a toothing of the drive element 41.
  • the first and / or second position I, II of the movable part can be limited by a stop means 27, which is part of the gear unit 20 and / or the Functional unit 2 can be in order to limit the return movement of the movable part 30.
  • the stop means 27 can act directly with the movable part 30 or indirectly, for example via the output element 42.
  • the control unit 50 as in FIG Figure 1 shown, have a holding module 51 which is designed to switch off the drive unit 10 when the second position II is reached by the movable part 30.

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EP20214332.7A 2019-12-17 2020-12-15 Unité d'engrenage, unité fonctionnelle, véhicule ainsi que procédé de fonctionnement d'une unité fonctionnelle Withdrawn EP3842608A1 (fr)

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Application Number Priority Date Filing Date Title
DE102019134682.7A DE102019134682A1 (de) 2019-12-17 2019-12-17 Getriebeeinheit, Funktionseinheit, Fahrzeug, sowie Verfahren zum Betreiben einer Funktionseinheit

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EP3842608A1 true EP3842608A1 (fr) 2021-06-30

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DE (1) DE102019134682A1 (fr)

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DE102021131767A1 (de) 2021-12-02 2023-06-07 Kiekert Aktiengesellschaft Elektromotorische Antriebseinheit für kraftfahrzeugtechnische Anwendungen

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3510642A1 (de) * 1985-03-23 1986-09-25 SWF Auto-Electric GmbH, 7120 Bietigheim-Bissingen Stelleinrichtung, insbesondere zur tuerverriegelung bei kraftfahrzeugen
WO2017125653A1 (fr) * 2016-01-21 2017-07-27 Peugeot Citroen Automobiles Sa Commande d'ouverture extérieure de véhicule automobile
DE102017108345A1 (de) * 2017-03-13 2018-09-13 BROSE SCHLIEßSYSTEME GMBH & CO. KG Schließhilfsantrieb
DE102017118470A1 (de) * 2017-08-14 2019-02-14 Witte Automotive Gmbh Betätigungsvorrichtung für Funktionselemente und Verfahren zur Betätigung von Funktionselementen

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3510642A1 (de) * 1985-03-23 1986-09-25 SWF Auto-Electric GmbH, 7120 Bietigheim-Bissingen Stelleinrichtung, insbesondere zur tuerverriegelung bei kraftfahrzeugen
WO2017125653A1 (fr) * 2016-01-21 2017-07-27 Peugeot Citroen Automobiles Sa Commande d'ouverture extérieure de véhicule automobile
DE102017108345A1 (de) * 2017-03-13 2018-09-13 BROSE SCHLIEßSYSTEME GMBH & CO. KG Schließhilfsantrieb
DE102017118470A1 (de) * 2017-08-14 2019-02-14 Witte Automotive Gmbh Betätigungsvorrichtung für Funktionselemente und Verfahren zur Betätigung von Funktionselementen

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