WO2011026811A1

WO2011026811A1 - Hinge and method for operating a hinge

Info

Publication number: WO2011026811A1
Application number: PCT/EP2010/062645
Authority: WO
Inventors: Ulrich Koestler; Florian Kahl; Michael Kelm; Andreas Mayer; Thomas Drexl
Original assignee: Bayerische Motoren Werke Aktiengesellschaft
Priority date: 2009-09-07
Filing date: 2010-08-30
Publication date: 2011-03-10
Also published as: DE102009040409A1

Abstract

The invention relates to a hinge (1) comprising at least one hinge bottom (3) for connecting to a vehicle body and a hinge top (4) for connecting to a vehicle hatch (K), wherein the hinge bottom (3) and the hinge top (4) are pivotally connected by means of at least a connecting rod (5, 6) and wherein the hinge (1) comprises at least one crash impact element (25) substantially preventing transverse displacement of the hinge bottom (3) relative to the hinge top (4).

Description

description

Hinge and method for operating a hinge The invention relates to a hinge with at least one hinge base! to

Connection to a vehicle body and a hinge upper part for connection to a vehicle flap, wherein the lower hinge part and the Scharnierobertei! are pivotally connected via at least one handlebar. For efficient pedestrian protection and especially for a head impact, vehicles must provide a sufficient deformation path in the area of the front flap, in particular in order to achieve so-called HIC (Head Injury Criterion) values. This deformation path is dependent on the specific configuration available and so far mostly insufficient. To achieve a prolonged deformation path, for example, active hinges can be installed, which comprise the actual hinge and an actuator. If a collision with the front flap is to be expected, the upper part of the hinge or the whole hinge with the front flap is shot up by the actuator (active impact). One

Deformation path can also be achieved passively (passive impact), i. without the help of the actor. In particular, the active impact failure and the passive impact case can complement one another.

DE 10 2007 033 325 A1 describes a hinge for the pivotable connection of a cover or hood to a motor vehicle, which comprises a body attachment part, a connecting arm and a Haubenanbindungs- teii held thereon, wherein the connecting arm is hinged against the body attachment part pivotally. To realize a pedestrian protection function, the hood connection part is held at the protruding end of the connecting arm in a locked by a locking element against pivoting from a rest position joint.

DE 10 2006 037 831 A1 relates to a pyrotechnic actuator having a housing, a piston arranged displaceably in a cavity of the housing and having a piston rod (the lifting tappet) arranged thereon, and an igniter, wherein a quantity of gas is released during the ignition of the igniter and by means of this quantity of gas Piston from a home position, the rest position, in an end position, the Working position, is movable, wherein the piston rod on the way from the starting position to the end position or in the end position triggers a process.

However, while most hinges or hinges (s) are designed to cushion an object impact from the top of the vehicle door, in a frontal impact, the hinge with the vehicle door may move toward and even pierce the windshield. This in turn can splinter the windshield

Injuring vehicle occupants.

The object of the invention is to avoid the disadvantages mentioned above and in particular to provide a hinge, so that in the case of

Frontal impact a destruction of the windshield can be prevented by the vehicle door.

This object is achieved according to the features of the independent claims. Further developments of the invention will become apparent from the dependent claims.

To solve the problem, a hinge is proposed, which has at least one lower hinge part for connection to a vehicle body and a hinge upper part for connection to a vehicle flap, wherein the lower hinge part and the hinge upper part are pivotally connected via at least one arm and wherein the hinge at least one Anschiagelement, im hereinafter referred to as "crash-engaging element", which substantially prevents a transverse movement of the hinge base against the hinge upper part.

The vehicle body may include a chassis or a part of a body or a chassis. The lower part of the hinge can be provided for connection to the chassis.

Limiting the transverse movement prevents the vehicle door, which is connected to the hinge upper part, from moving to a significant extent in the direction of the windscreen. An attack is technically simple and robust feasible.

The vehicle flap is, for example, a front flap or a bonnet of a vehicle. However, the approach proposed here is on any Hinges operable flap of a vehicle, such as a tailgate, applicable.

A development is that the hinge has a short handlebar and a long handlebar, the long handlebar with the hinge upper part and with the hinge base! is rotatably connected, wherein the short link with the

Hinge upper part and is rotatably connected to an intermediate lever, wherein the intermediate lever on the hinge bottom! is fastened by means of a rotary joint and a releasable fixing connection and wherein the at least one crash stop element limits a rotational movement of the intermediate lever. The use of the intermediate lever allows a compact and functional design of the hinge.

In particular, it is a development that the releasable fixing compound comprises a Abscherniet. A Abscherniet can be installed particularly cheaply. Furthermore, a shearing force can be set with high accuracy.

The shearing force should preferably be set so that it is not reached in a normal operating condition, but achieved in an impact or

can be exceeded.

It is also a development that the hinge has an over-rotation stop for the intermediate lever, wherein the over-rotation stop limits a rotational movement of the intermediate lever in a passive Aufprilfall (essentially from above) on the vehicle door. This allows the Zwischenhebei to perform several functions and allow a particularly compact design of the hinge. The rotational movement of the intermediate lever in a passive impact on the vehicle door can be limited, for example, to open the

Vehicle flap even after the passive impact case to allow.

It is another development that the at least one crash stop member limits the rotational movement of the intermediate lever in a different direction of rotation than the over-rotation stop. One embodiment is that the at least one crash stop element is arranged on the lower hinge part. The intermediate lever can then in the case of

For example, strike a frontal impact on the crash stop element. In particular, it is an embodiment that the at least one crash stop element is arranged on an outer side, in particular on an upper edge or upper side of the lower part of the hinge.

An additional or alternative embodiment is that the at least one Crashanschiagelement is arranged on the intermediate lever. The

Crash stop member may then hit in the event of a frontal impact, for example on the hinge base.

A next refinement is that the at least one crash stop element protrudes into a recess of the lower hinge part. This can do that

Crash stop element space can be efficiently implemented in an interior of the hinge.

In particular, it is then an embodiment that a stop for the upper hinge part is arranged on the recess. This allows a particularly compact design. It is also an embodiment that the Crashanschiagelement is integral with the Scharnierunterteii or the intermediate lever, which allows a particularly simple and stable design.

The above object is also achieved by a method for operating a hinge, in which the vehicle door is subjected to force, so that the releasable fixing is released and the intermediate lever is rotated about the pivot in the direction of the crash stop element and / or the Cranschanschiagelement on the Zwischenhebe! is rotated in the direction of the hinge base. A development is that when a force application to the

Vehicle flap, the hinge shell on the intermediate lift! is pressed, so that the releasable fixing connection is released and the intermediate lever is rotated in a second rotational direction about the pivot in the direction of the over-rotation stop. As a result, in the case of a passive impact in which the vehicle flap is subjected to force essentially from above, the detachable fixing connection can be released and, following this, the intermediate lever can be moved in a second direction of rotation

Rotary joint to be turned against the over-rotation stop. Embodiments of the invention are shown and explained schematically with reference to the drawings. In this case, the same or equivalent elements may be provided with the same reference numerals for clarity.

Show it:

1 shows an oblique view of a hinge with a crash stop element;

2 shows the hinge of Figure 1 in side view for a first passive

The event of impact;

3 shows the hinge of Figure 1 in side view for a second passive

Aufprailfail;

4 shows the hinge of Figure 1 in side view for a frontal collision;

5 shows a development of the hinge of Figure 1 in side view of the

Rear side in the area of an intermediate lever;

6 shows the hinge of Figure 4 in a partial view obliquely from below in the region of the intermediate lever.

7 shows a side view of the hinge of Figure 1 in the region of the intermediate lever with an indication of various possible locations for a crash stop element.

1 shows an oblique view of a hinge 1 with an attached actuator 2 (active hinge) in a rest position. Fig.2 and Fig.3 show the hinge 1 in side view.

The hinge 1 has a lower hinge part 3 for connection to a vehicle body and a hinge upper part 4 for connection to a vehicle flap, for example a hood. The actuator 2 is arranged and attached to the hinge lower part 3 for lifting the hinge upper part 4. The upper hinge part 4 is made in two parts and consists of a lower hinge upper part 7 and an upper hinge upper part 8, which are pivotally connected to each other. A long Handlebar 5 is both on the lower hinge upper part 7 and on the

Schamierunterteil 3 mounted directly pivotable. The short arm 6 is pivotally mounted both directly on the lower Scharnieroberteii 7 as well as a Zwischenhebe] 10 on the lower hinge part 3. At the upper hinge upper part 8, a damper 9 in the form of a gas pressure spring 9 is also attached.

The actuator 2 is attached to the hinge 1 by means of an actuator attachment 1 made of a thin sheet metal. In order to suppress a possible tilting of the actuator 2 when it is triggered, the actuator 2 is located laterally on a torque support 18. The torque support 18 is integrally connected to the hinge base 3 and can be worked out, for example, by punching and bending from the same base plate from which the remaining hinge base 3 is made. Upon triggering of the actuator 2, e.g. upon detection of an impact or an imminent impact of an object on the vehicle door (active impact), a lift rod (not shown) of the actuator 2 jumps out of an upper side 16 of the actuator 2 and strikes a contact plate 17 after overcoming a short path, which is connected to the lower hinge upper part 7 or is a part thereof. In a further course of this lifting operation, the lower hinge upper part 7 is under a simultaneous pivoting of the two links 5 and 6 of the

Hinge lower part 3 lifted upwards (approximately in the direction of movement of the lift rod). Thus, the upper hinge upper part 8 is pivoted upward from the lower hinge upper part 7. At the end of the lifting operation, the hinge 1 is in its open position. This lifting operation is damped by means of the damper 9.

To limit the angular travel or Verschwenkmaßes in the passive impact Falffalf between the lower hinge upper part 7 and the upper hinge upper part 8 is on the upper hinge upper part 8, a link 2 is present, which is guided by a arranged on the lower hinge upper part 7 sliding block 13. To a deep immersion of the vehicle door in the hinge 1 in the normal

Operating state (ie not in the event of impact) and thus to prevent excessive impressions of the hinge 1, a stop 14 for the gate 12 is present on the lower part 3. This stop 14 has a stop screw 5 for

Setting a stop position of the gate 2 and one here in one piece with the Hinge lower part 3 connected Ansch! Agschraubenhalter 16 for rotatably receiving the stop screw 15.

The intermediate lever 10 is rotatably connected via a rotary joint 20 with the lower hinge part 3. In the vicinity of the rotary joint 20, the intermediate lever 10 is connected via a rotary joint 21 with the short arm 6. On the other side of the intermediate lever projects laterally a stopper stone 19. The stopper stone 19 allows a power transmission of the gate 12 (ie the upper hinge shell 8) on the intermediate lift! during a movement in the direction of the over-rotation stop, in particular during a separation or after a twisting of the stop.

In the normal operating state, the intermediate lever 0 is further connected by means of a detachable fixing connection in the form of a shearing rivet 22. This means that in the normal operating state, the intermediate lever 10 is not rotatable, but fagestabi! is attached to the hinge base 3. Only in the case of an impact, in particular in a passive impact, can shear force be applied to the shear rivet 22 such that the shear rivet 22 is destroyed.

In the following, the passive impact event in FIG. 2 and FIG. 3 will be described in more detail for two different impact points.

FIG. 2 shows the passive impact case for an impact from above on the indicated vehicle flap K behind the rotary joint 23 (here correspondingly to the left of FIG

Swivel joint 23). The impact force is indicated by a Pfeiss P1.

Due to the impact of the short link 6 presses on the pivot 21 with the

Intermediate lever 10. The corresponding in the short arm 6 in the direction of

Rotary joint 21 occurring compressive force is indicated by the arrow D By this pressure force D torque is exerted on a lever arm H to the intermediate lever 10, which by a portion of the intermediate lever 10 between the

Swivel 20 and the hinge 21 is formed. This will also be a

Shear force applied to the shearing rivet 22. In a typical impact, the compressive force D and the torque on the lever arm H are so great that the shearing rivet 22 is destroyed.

Following the separation of the Abscherniets 22 of the intermediate lever 10 is rotatably connected to the Scharnierunterteii 3 only via the rotary joint 20. By the Torque on the lever arm H, the intermediate lever 10 begins to rotate clockwise past the stop 14.

Could the intermediate lever 10 rotate uncontrollably, the hinge would continue to submerge and it would not be possible after the impact to raise the vehicle door K. In order to enable lifting of the vehicle flap K even after an impact, an over-rotation limiting member in the form of an over-rotation stop 18, which corresponds to the former support 18, is provided on the lower side of the lower hinge part 3. In other words, the moment support 18 for the actuator 2 also serves as the over-rotating flange 18. In the course of the turning operation of the

Between lever 10 abuts this on the over-rotation stop 18 and comes to rest there. As a result, the descent of the vehicle door K is limited and this can still be raised after the impact. 3 shows the passive impact case for an impact from above on the indicated vehicle ski cap K (in the direction of travel) in front of the swivel joint 23 (here correspondingly to the right of the swivel joint 23). The one associated impact force is indicated by an arrow P2. As a result of the impact, the upper hinge part 4 is pressed down onto the lower hinge part 3 (the hinge 1 is compressed). As a result, the slide 12 presses with a force F on the stop screw 15, whereby the stopper screw holder 16 is deformed. Due to this deformation of the stop 14 is pushed out of the way of the gate 12 so that it can dive further down. The stop 14 can still rub frictionally on the slide 12, whereby at least part of the energy of the impact is converted into frictional heat.

During the deformation of the stopper 14 and its stopper screw holder 16, the slide 12 dives further down and strikes the stopper block 19 of the intermediate lever 10. In this case, a pressure is exerted on the intermediate lever 10, which exerts a shearing force on the shear rivet 22 and separate it can. Subsequently, the intermediate lever 10 is moved with the lowering movement of the gate 12 in the clockwise direction and thus also the short arm 6 is pivoted. Again, the intermediate lever 10 can only be moved to the over-rotation stop 18 and not turn uncontrolled. This ensures that the front flap K can only drop by the lever arm H. An angular path of the intermediate lever 10 is limited by the Überdrehanschiag 18 and by the gate 12 in both directions.

4 shows the hinge 1 for a Frontaiaufprail in the direction of a force C. This acts on the vehicle door K, the force C, which pushes the vehicle door K to the left (in the direction of a windshield, not shown). Since the hinge base 3 is further attached to the body, a displacement of the vehicle door and thus the hinge upper 4 would cause a transverse movement or lateral movement of the hinge shell 4 against the Scharnierunterteii 3. In contrast, in the case of passive impact, the hinge upper part 4 is pressed substantially perpendicularly onto the lower hinge part 3.

Due to the lateral movement of the vehicle flap K and the hinge upper part 4 of the short arm 6 pulls on the hinge 21, as indicated by an arrow Z, and thus exerts a torque on the lever H, which now the intermediate lever 10 counterclockwise about the pivot 20 pulls, the lateral force C is correspondingly large, the Abscherniet 22 is released and the intermediate lever 10 can rotate counterclockwise about the pivot 20. If this rotational movement were uncontrolled, the hinge 1 could be pulled by the lateral movement of the Scharnieroberteiis 4 far against the Scharnierunterteii 3 in the direction of the force C. As a result, the vehicle door K could penetrate into the windshield. In order to prevent such an uncontrolled rotational movement, a crash stop member 25 is provided on an upper side 24 of the hinge lower part 3, which is formed integrally with the hinge base 3 and in the manner of a tab over the intermediate lift! 10 is laid. Due to the crash stop member 25, the intermediate lever 10 is not or only for a small

Twist Winkelweg counterclockwise and then come to the crash stop element 25 to a stop. Thus, a movement of the vehicle door K is prevented in the windshield.

5 shows a detail of a hinge 28, which represents a development of the hinge 1, and viewed from a rear side. 6 shows the hinge 28 in a sectional view obliquely from below in the region of an intermediate lever 29. In this case, the same elements as in FIGS. 1 to 4 are provided with the same reference numerals. The hinge 28 has, in addition to the crash stop element 25, a further crash stop element 30, which is arranged on the intermediate lever 29. The crash stop element 30 extends laterally from the intermediate lever 29 at one end of the intermediate lever 29, which is opposite to the rotary joint 20. This end also has the stopper stone 19, which in a direction opposite to the crash stop element 30 is away from the intermediate lever 29. The

Crashanschlagelernent 30 is freely movable within a recess 27 of the hinge base 3. When the intermediate lever 29 abuts against the crash stop element 25, the crash stop element 30 also abuts against an upper edge of the recess 27 in the hinge lower part 3.

7 shows the hinge 1 in the area of the intermediate lever 10 with an indication of various possible points S1 to S5 for a crash stop element. The hinge 28 is fixed to the hinge base 3 on a body G.

Thus, a point S1 can be located on a lateral outer edge of the Zwischenhebeis 10 between the two pivot joints 20 and 21. Another point S2 may be located at the upper edge of the intermediate lever 10 near the Abscherniet 22. A further portion S3 may be located where the crash stop element 25 is present on the hinge base 3, namely on the upper side of the upper hinge part 3 between the Abscherniet 22 and the stop stone 19 near the Abscherniet 22. Another Steep S4 can at the Top edge of the intermediate lever 10 between the Abscherniet 22 and the stopper stone 19 near the

Stop stone 19 are located. Also, a Steep S5 may be provided where the Crashanschlagelernent 30 is present on the intermediate lever 10, namely at the opposite end of the pivot 20.

At these points S1 to S5, the respective crash stop elements 25, 30 can be located on the hinge base 3 or on the intermediate lever 10.

However, the invention is not limited to the embodiments shown.

Thus, one or more crash stops may be present on the hinge, eg the crash stop element 25 and / or the crash stop element 30. LIST OF REFERENCE NUMBERS

1 hinge

2 actor

3 hinge bases

4 hinge top

5 long handlebars

6 short handlebars

7 lower hinge shell

8 upper hinge upper part

9 dampers

10 intermediate lever

11 Actuator attachment

12 scenery

13 kiss stone

14 stop

15 Anschiagschraube

16 stop screw holder

17 contact plate

18 torque support / overspeed stop

19 stone stop

20 swivel joint

21 pivot

22 Abscherniet

23 swivel joint

24 top of the hinge base

25 crash stop element

27 recess

28 hinge

29 intermediate lever

30 crash stop element

C lateral force

D direction of compressive force

F force

G body

H lever arm

K vehicle flap Impact direction Impact direction arrow

Claims

claims

1. Hinge (1; 28), at least having

- A hinge lower part (3) for connection to a vehicle body (G) and

a hinge upper part (4) for connection to a vehicle flap (K),

- Wherein the hinge base (3) and the Scharnieroberteii (4) on

at least one link (5, 6) are pivotally connected

- And wherein the hinge (1) at least one crash stop element (25; 30), which substantially prevents a transverse movement of the lower hinge part (3) against the upper hinge part (4).

2. Hinge (1; 28) according to claim 1, comprising

a short handlebar (6) and a long handlebar (5),

- Wherein the long handlebar (5) with the hinge upper part (4) and with the

Hinge lower part (3) is rotatably connected,

- Wherein the short arm (6) with the hinge upper part (4) and with a

Intermediate lever (10; 29) is rotatably connected,

- wherein the intermediate lever (10; 29) on the hinge base (3) by means of a rotary joint (20) and a releasable fixing connection (22) is fixed and

- wherein the at least one Crashanschlageiement (25; 30) a

Rotational movement of Zwischenhebeis (10; 29) limited.

A hinge (1; 28) according to claim 2, wherein the releasable fixing connection (22) comprises a shearing rivet (22).

4. Hinge (1; 28) according to one of claims 2 or 3, wherein the hinge (1) has an over-rotation stop (18) for the intermediate lever (10; 29), wherein the over-rotation stop (18) rotates the intermediate lever (10 ; 29) in the event of an impact on the vehicle flap (K).

5. Hinge (1; 28) according to claim 4, wherein the at least one

Crash stop element (25; 30) limits the rotational movement of the intermediate lever (10; 29) in a different direction of rotation than the over-rotation stop (18). Hinge (1; 28) according to one of the preceding claims, in which the at least one crash stop element (25) is arranged on the lower hinge part (3).

A hinge (1; 28) according to claim 6, wherein said at least one

Crash stop element (25) on an outer side (24) of the lower hinge part (3) is arranged.

Hinge (1) according to one of Claims 2 to 6, in which the at least one crash stop element (30) is arranged on the intermediate lever (29).

Hinge (1) according to claim 8, wherein the at least one

Crash stop element (30) in a recess (27) of the hinge base (3) protrudes.

Hinge (1) according to Claim 8, in which a stop (14) for the hinge upper part (4) is also arranged on the recess (27)

Hinge (1) according to one of claims 2 to 10, in which the

Crash stop member (25; 30) integral with the Scharnäerunterteil (3) or with the intermediate lever (29) is executed.

Method for operating a hinge (1; 28) according to one of Claims 2 to 10, in which

- the vehicle door (K) is subjected to force,

- So that the releasable fixing connection (22) is released and

- The intermediate lever (10, 29) about the pivot (20) in the direction of

Crash stop element (25) is rotated and / or the

Crash stop element (30) via the intermediate lever (29) in the direction of the lower hinge part (3) is rotated.

The method of claim 12 for operating a hinge (1; 28) according to claim 4, wherein

- When a force is applied to the vehicle flap (K) the upper part of the hinge (4) is pressed onto the intermediate lever (10),

- So that the releasable fixing connection (22) is released and - The intermediate lever (10; 29) is rotated in a second rotational direction about the pivot (20) in the direction of the over-rotation stop (18).