WO2014001032A1

WO2014001032A1 - Drive for the motorized adjustment of an adjusting element of a motor vehicle

Info

Publication number: WO2014001032A1
Application number: PCT/EP2013/061455
Authority: WO
Inventors: Sebastian Heinze; Christian Saxstetter; Ulrich Strobel; Michael Neudert
Original assignee: Brose Fahrzeugteile Gmbh & Co. Kg, Hallstadt
Priority date: 2012-06-25
Filing date: 2013-06-04
Publication date: 2014-01-03
Also published as: DE102012012398A1; CN204457245U

Abstract

The invention relates to a drive for the motorized adjustment of an adjusting element (2) of a motor vehicle, having a drive motor (3) with a motor shaft (3a) and a push rod (4), which is articulated, at one end, eccentrically on a drive wheel (5), which can be driven by the drive motor (3), and, at the other end, on the adjusting element (2), or an element (6) coupled to the adjusting element (2), wherein at least two gear stages (8-11) are provided in the drive train (7) between the motor shaft (3a) and the drive wheel (5), wherein the drive train (7) of the drive (1) is configured such that it can be driven back, and therefore manual adjustment of the adjusting element (2) is possible, and wherein a braking arrangement (12) is assigned to the drive train (7). It is proposed that all the gear stages (8-11) provided in the drive train (7) between the motor shaft (3a) and the drive wheel (5) should be configured as cylindrical-gear stages, and for all the cylindrical gears (14-21) of said cylindrical-gear stages (8-11) should be aligned parallel to one another.

Description

Drive for the motorized adjustment of an adjusting element

of a motor vehicle

The present invention relates to a drive for the motorized adjustment of an adjusting element of a motor vehicle according to the preambles of claims 1 and 12.

The motorized adjustment of adjusting elements, in particular tailgates, has prevailed in motor vehicles in recent years. The term "adjusting element" is to be understood comprehensively in the present case, including tailgates, trunk lids, hoods, doors, in particular side doors, load compartment floors or the like of a motor vehicle, but the drive in question is used primarily in tailgates of motor vehicles.

In the present case, a compact and at the same time robust construction of the drive is in the foreground, which has a drive motor and a feed drive connected downstream of the drive motor with a push rod. The push rod is coupled to the tailgate to transfer the drive torque required for the engine adjustment to the tailgate.

The known drive (DE 20 2008 016 929 Ul), from which the invention proceeds, is equipped with a restorable drive train, so that a manual adjustment of the adjusting element without the need for a separating clutch is possible. In a variant of the motor shaft of the drive motor is assigned a wrap spring brake, which causes a constant braking of the motor shaft. This ensures that the tailgate remains in their respective current position in the absence of current to the drive motor. It is accepted that the braking of the motor shaft is continued even during the motorized adjustment of the tailgate.

The motor shaft carries in the known drive a worm, which meshes with a worm wheel. The fact that such a worm gear causes a considerable "internal friction" in the drive train at a driven side initiated movement, the braking performance of the drive is determined not only by the brake assembly, but largely by the worm gear. The optimal design of the brake assembly on the one hand and the On the other hand, worm gear on the other hand represents a challenge in the known drive. On the one hand, a secure fixing of the tailgate in all intermediate positions and on the other hand to ensure a comfortable adjustment of the tailgate.

A similar kinematics shows the WO 2007/014686 AI. Here, however, a brake assembly is provided, which brakes exclusively a driven side introduced movement, and not a drive side introduced movement. The advantage here is the fact that the motor adjustment is not "disturbed" by the brake assembly.

The invention is based on the problem, the known drive for the motor adjustment of an adjusting element of a motor vehicle in such a way and further, that the design of the drive train on the one hand and the brake assembly on the other hand is simplified for achieving a predetermined braking behavior.

The above problem is solved in a drive according to the preamble of claim 1 by the features of the characterizing part of claim 1.

The fundamental consideration is to design the powertrain with regard to optimal repatriation. Specifically, it is proposed that the drive train between the motor shaft of the drive motor and the drive wheel exclusively has spur gear stages with parallel aligned spur gears. This can be a particularly simple way to generate a good repatriation of the drive train with low internal friction in the above sense.

With the proposed solution, a design is possible in which the braking behavior of the drive at the output side initiated movement is largely determined by the brake assembly, and less by the internal friction of the gear stages, which greatly simplifies the design of the brake assembly. Depending on the application, another brake arrangement can be used, which can be easily adapted to the respective boundary conditions. The spur gears are preferably designed as gears. In principle, however, the use of friction wheels is conceivable here.

The preferred embodiment according to claim 3 allows a motor-Ver position with low, due to the brake assembly mechanical losses and a secure fixation of the adjusting element in intermediate positions, for example, in a loss of current.

In the particularly preferred embodiment according to claim 6, it is in the brake assembly to a Klemmrollenbrems arrangement with which an automatic release of the brake assembly at a drive side introduced movement can implement particularly lossless.

The particularly preferred embodiment according to claim 8 allows an extremely compact design in that the spur gears of the drive train are arranged in at least three aligned perpendicular to the gear axes Stirnradebenen, wherein at least one inner Stirnradebene, which is enclosed by two outer Stirnradebenen, by an intermediate shaft in a sense " With such a design, several gear stages can be readily realized without the expansion of the drive being too large perpendicular to the spur gear axes.

The above, nested arrangement of the spur-gear stages is the subject of further teaching according to claim 12. According to this further teaching, it is not necessarily important that an above brake assembly is provided. For the rest, reference may be made to all statements on the first-mentioned teaching.

In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment. In the drawing shows

1 shows the rear region of a motor vehicle with a proposed drive, FIG. 2 shows the drive of the motor vehicle according to FIG. 1 in the disassembled state without housing, FIG. Fig. 3 shows the drive of FIG. 2 in an exploded view and

Fig. 4 shows the brake assembly of the drive according to FIG. 3 in a sectional view along the Sclmittlinie IV-IV.

The drive 1 shown in the drawing serves for the motorized adjustment of an adjusting element 2, here the tailgate 2, a motor vehicle. With regard to a broad understanding of the term "adjustment element", reference is made to the introductory part of the description All explanations regarding a tailgate 2 apply to all other conceivable adjustment elements.

The drive 1 is configured as a so-called push rod drive and has a drive motor 3 with a motor shaft 3a and a push rod 4 that can be driven by the drive motor 3. The push rod 4 is on the one hand eccentrically on a drivable by the drive motor 3 drive wheel 5 and on the other hand on the tailgate 2, more precisely on a coupled to the tailgate 2 element 6, namely a hinge lever 6, hinged.

The entire kinematic chain starting from the drive motor 3 up to and including the push rod 4 forms a drive train 7, which serves to transmit drive movements to the tailgate 2. Between the motor shaft 3a and the drive wheel 5, at least two gear stages 8-1 1, here and preferably four gear stages 8-11, are provided in the drive train 7, each of which provides a speed reduction and a torque transmission in the illustrated embodiment. The speed reductions of the individual gear steps decreases from the drive motor 3 to the drive wheel 5 out and preferably move in a range between i = 2.5 and i = 7.5.

The drive train 7 of the drive 1 is designed to be reversible, so that a manual adjustment of the tailgate 2 is possible without separating couplings o. The like. In the drive train 7 must be switched. Accordingly, such a separating clutch is not provided here. This results in a particularly simple sensory detection of the position of the tailgate 2, by resorting to the sensor signals of the drive motor 3, in particular the motor shaft 3a, associated sensor. In the simplest case it acts This sensor is an incremental sensor, in particular a Hall sensor.

In order to prevent unwanted, automatic adjustment movements of the tailgate 2 from the intermediate positions occur when eliminating the energization of the drive 1, the drive train 7, a brake assembly 12 is assigned. Such unwanted adjustment can in the closing direction, for example, the weight of the tailgate 2 and Öfrhungsrichtung example, the force of a gas spring 13 o. The like. Go back. Other relevant factors in this context are a user-side application of force, a possible slope of the motor vehicle, a possible temperature shift, etc.

It is essential that all provided in the drive train 7 between the motor shaft 3a and the drive wheel 5 gear stages 8-11 are configured as spur gear stages and that all the spur gears 14-21 of these spur gears 8-1 1 are aligned parallel to each other. This means that the axes of all spur gears are aligned parallel to each other. It is noteworthy in particular that the motor shaft 3a of the drive motor 3 is aligned correspondingly parallel to these geometric axes, since it carries one of the spur gears 14-21, namely the spur gear 14 of the first gear stage 8. This can be seen from the illustrations of FIGS. 2 and 3.

This shows that with the proposed solution to any type worm gear, which produce a relatively high internal friction in the drive train 7, can be dispensed with. As a result, the braking behavior of the drive train 7 is essentially determined by the brake assembly 12 in the case of a movement initiated on the output side, so that the design of the proposed arrangement is simplified to that extent.

The still to be explained in detail brake assembly 12 acts as seen from the drive motor 3 immediately after the first spur gear 8 on the drive train 7 a. This is advantageous because the spur-gear stages 8-11 supplement to a reduction gear, so that when a manual adjustment of the tailgate 2 on the first spur gear 8 "incoming" torque is comparatively low applied braking torque is the lower, the closer the point of action of the brake assembly 12 to the drive motor 3 is located. It is even conceivable, for example, even that the brake assembly 12 seen from the drive motor 3 acts on the drive train 7 immediately before the first spur gear 8, which corresponds to a braking action on the motor shaft 3a.

In the illustrated and so far preferred exemplary embodiment, the brake assembly 12 acts on a drive side initiated braking braking on the drive train 7. Such a driven side initiated movement is based on the weight of the tailgate 2, the force of the gas spring 13 o. The like. Or on a manual user side Adjustment of the tailgate 2 back. The braking effect is just made so that the tailgate 2 is held in each intermediate position with no current supplied drive motor 3 and yet, against the braking effect of the brake assembly 12, the user side is manually adjustable. In the case of a movement initiated on the drive side, on the other hand, it is provided that the brake arrangement 12 essentially releases the drive train 7, that is to say it does not brake or only insignificantly brakes.

The brake assembly 12 thus acts as a function of the direction of the introduction of force from the drive side or from the output side. With regard to the direction of movement, the braking behavior of the brake assembly 12 is identical in both directions of movement.

In the illustrated preferred embodiment, the brake assembly 12 is part of a switched into the drive train 7 clutch assembly 22 having a drive side 23 and a driven side 24. In this case, the clutch arrangement 22, by means of the brake arrangement 12 braked, conducts a movement initiated on the output side to the drive side 23 and transmits a movement initiated on the drive side substantially unrestrained to the output side 24. This corresponds to the above concept of braking depending on the direction of movement initiation.

4 shows a preferred structural design for the brake assembly 12. It is already shown here that the drive side 23 and the output side 24 of the clutch assembly 22 are designed as shafts which are arranged coaxially with one another. In this case, a connected to the spur gear 15 shaft 15a immersed in the clutch assembly 22 into and provides the drive side 23 of the clutch assembly 22 ready. The output side 24, however, is connected to the spur gear 16. The result is an arrangement of shaft 15a and spur gear 16, wherein the movement of the shaft 15a is braked depending on the direction of movement initiation or passed through unbraked to the spur gear 16.

The brake assembly 12 in the illustrated and so far preferred embodiment is designed as a Klemmrollenbremsanordnung, which allows a low-loss switching between braking operation and release operation in response to the movement initiation. Reference may be made to the details of the structural design of the German utility model application DE 20 201 1 106 110.1 of 27 September 201 1, which goes back to the applicant and the content of which is the subject of the present application.

The essential feature of the brake assembly 12 configured as a pinch roller brake assembly is, first of all, that the brake assembly 12 has a brake element 25 which is adjustable against a braking force. For braking the brake element 25, two brake discs 26, 27 are provided, which are pressed by means of a brake spring 28 against the housing 30 of the clutch assembly 22. The element 29 is an axial counter-holder. In this case, between the output side 24 and the brake member 25 is merely indicated freewheel assembly 31 is provided with at least one pair of pinch rollers, wherein an output side initiated movement always causes the locking of at least one pinch roller and is braked accordingly via the brake assembly 12 and the drive side initiated movement always the release of the pinch rollers causes. The interesting thing is the fact that the release of the pinch rollers and the unrestrained passing through the drive side introduced movements with very low mechanical losses is possible.

As an alternative to the above-described brake assembly 12 designed as a pinch roller brake assembly, a brake assembly configured as a wrap spring brake assembly may be provided. Such wrap spring brake assembly is known from the international patent application WO 2007/014686 AI of 26 July 2006, which dates back to the applicant and their content in so far the The subject of the present application is made as there constructive variants are described for an above Schlingfederbremsanordnung.

The brake assembly 12 is, as described above, a friction brake assembly. This is a simple way to ensure a continuous fixation of the tailgate 2 in any intermediate positions.

Of interest in the illustrated preferred embodiment is the packing of the spur gears 14-21 of the four gear stages 8-11. For a more detailed explanation, first of all the four gear stages 8-11 are shown in detail.

The first gear 8 is formed from the arranged on the motor shaft 3a spur gear 14 which meshes with the spur gear 15. The spur gear 15 is arranged on the shaft 1 a, which, as explained above, the drive side 23 of the clutch assembly 22 is assigned. The spur gear 16 connected to the output side 24 forms, together with the spur gear 17, the second gear stage 9. The spur gear 17 is arranged on the shaft 17a, which is referred to here as an intermediate shaft 17a. Also arranged on the intermediate shaft 17a is the spur gear 18 which, together with the spur gear 19, forms the third gear stage 10. Connected to the spur gear 19 is the further spur gear 20, which forms the fourth gear stage 1 1 with the spur gear 21 which is provided by the drive wheel 5. It is worth noting that the spur gear 21, so the drive wheel 5, designed in the sense of a space-saving arrangement only as a toothed segment.

It is also interesting in the design of the gear stages 8-11 that at least two of the spur gear 8-1 1 associated spur gears 14-21 have a common geometric axis, which is advantageous in view of a high packing density. In detail, the spur gears 15, 16, 19 and 20 and the spur gears 17 and 18 have common geometric axes.

The spur gears 14-21 of the gear stages 8-1 1 in the drive train 7 are arranged in at least three, here even in four, aligned perpendicular to the gear axes Stirnradebenen 32-35, wherein the spur gears 17, 18 of two outer Stirnradebenen 32, 35, at least an inner Stirnradebene 33, 34, here and preferably even two Stirnradebenen 33, 34, include, drive technically via a between the two outer Stirnradebenen 32, 35 extending, above-mentioned intermediate shaft 17a are coupled. The possible high packing density has already been mentioned above.

The intermediate shaft 17a carries here and preferably two spur gears 17, 18 with different diameters which are drivingly coupled to the spur gears 16, 19 of the outer Stirnradebenen 32, 35. The difference in diameter between the spur gears 17, 18 arranged on the intermediate shaft 17a lies in a range between factor 3 and factor 5.

In the illustrated and so far preferred exemplary embodiment, it is further such that the motor shaft 3 a as mentioned above carries a spur gear 14, wherein the spur gear 14 of the motor shaft 3 a and coupled to the push rod 4 drive wheel 5 are arranged in immediately adjacent Stirnradebenen 33, 34 , Here too, a particularly high packing density can be realized.

It is also worth mentioning the fact that the drive wheel 5 is arranged in a middle plane 34 which is enclosed by the planes 33 and 35. This also contributes to a particularly compact design.

According to another teaching, which also has independent significance, a drive 1 for the motorized adjustment of an adjusting element 2, here a tailgate 2, a motor vehicle, claimed. It is essential that the spur gears 14-21 of the gear stages 8-1 1 are arranged in the drive train 7 in at least three, here and preferably four, aligned perpendicular to the gear axes Stirnradebenen 32-35 and that spur gears 17, 18 of two outer Stirnradebenen 32, 35, the at least one inner Stirnradebene 33, 34, here and preferably two inner Stirnradebenen 33, 34, include drive technology via a between the two outer Stirnradebenen 32, 35 extending intermediate shaft 17a are coupled. The achievable with such an arrangement, high packing density has been addressed above. It should be noted that the driveability of the drive train 7 and the existence of a brake assembly 12 need not necessarily be provided for this further teaching. Incidentally, reference may be made to all the above statements on the first-mentioned teaching.

Claims

1. Drive for the motorized adjustment of an adjusting element (2) of a motor vehicle with a drive motor (3) with motor shaft (3a) and a push rod (4), on the one hand eccentrically on one of the drive motor (3) drivable drive wheel (5) and on the other hand on the adjusting element (2) or an element (6) coupled to the adjusting element (2) is articulated, wherein in the drive train (7) between the motor shaft (3a) and the drive wheel (5) at least two gear stages (8-1 1) are provided, wherein the drive train (7) of the drive (1) is configured rücktreibbar, so that a manual adjustment of the adjusting element (2) is possible and wherein the drive train (7) associated with brake assembly (12) is provided,

characterized,

in that all gear stages (8-1 1) provided in the drive train (7) between the motor shaft (3a) and the drive wheel (5) are designed as spur gear stages and that all spur gears (14-21) of these spur gear stages (8-11 ) are aligned parallel to each other.

2. Drive according to claim 1, characterized in that the brake assembly (12) seen from the drive motor (3) immediately before the first spur gear stage (8) or immediately after the first spur gear stage (8) on the drive train (7). acts.

3. Drive according to claim 1 or 2, characterized in that the brake assembly (12) at a driven side initiated movement braking effect on the drive train (7) and at a drive side introduced movement the drive train (7) substantially releases.

4. Drive according to one of the preceding claims, characterized in that the brake assembly (12) is part of a in the drive train (7) connected clutch assembly (22) with drive side (23) and output side (24), the output side initiated movement by means of Brake assembly (12) braked to the drive side (23) passes through and a drive side introduced movement passes substantially unrestrained to the output side (24).

5. Drive according to one of the preceding claims, characterized in that the drive side (23) and the output side (24) of the coupling arrangement (22) are designed as shafts which are arranged coaxially with each other.

6. Drive according to one of the preceding claims, characterized in that the brake assembly (12) is designed as Klemmrollenbremsanordnung, preferably, that the brake assembly (12) has a braking force adjustable against a brake element (25), that the coupling arrangement (22) between the Output side (24) and the brake element (25) has a freewheel arrangement (31) with at least one pair of pinch rollers that a driven side initiated movement always causes the locking of at least one pinch roller and is braked accordingly via the brake assembly (12) and that a drive side introduced Movement always causes the release of the pinch rollers.

7. Drive according to one of the preceding claims, characterized in that the brake assembly (12) is designed as a wrap spring brake assembly.

8. Drive according to one of the preceding claims, characterized in that at least two of the spur gear stages (8-11) associated with spur gears (14-21) have a common geometric axis.

9. Drive according to one of the preceding claims, characterized in that the spur gears (14-21) of the gear stages (8-11) in the drive train (7) in at least three, preferably four, aligned perpendicular to the gear axes Stirnradebenen (32-35) are arranged and that spur gears (17, 18) of two outer Stirnradebenen (32, 35), the at least one inner Stirnradebene (33, 34), preferably two inner Stirnradebenen (33, 34) include, drivingly via a between the two outer Stirnradebenen (32, 35) extending intermediate shaft (17a) are coupled.

10. Drive according to claim 9, characterized in that the intermediate shaft (17 a) carries two spur gears (17, 18) of different diameters, which with Spur gears (16, 19) of the outer Stirnradebenen (32, 35) are drivingly coupled.

1 1. Drive according to one of the preceding claims, characterized in that the motor shaft (3a) carries a spur gear (14) and that the spur gear (14) of the motor shaft (3a) and with the push rod (4) coupled drive wheel (5) in directly adjacent Stirnradebenen (33, 34) are arranged.

12. Drive for the motorized adjustment of an adjusting element (2) of a motor vehicle with a drive motor (3) with motor shaft (3a) and a push rod (4), on the one hand eccentrically on one of the drive motor (3) drivable drive wheel (5) and on the other the adjusting element (2) or one with the adjusting element (2) coupled to the element (6) is articulated, wherein in the drive train (7) between the motor shaft (3a) and the drive wheel (5) at least two gear stages (8-1 1) are provided .

in particular according to one of the preceding claims,

characterized,

in that the spur gears (14-21) of the gear stages (8-11) in the drive train (7) are arranged in at least three, preferably four front wheel planes (32-35) oriented perpendicularly to the gear wheel axes and that spur gears (17, 18) of two outer gears Stirnradebenen (32, 35) which include at least one inner Stirnradebene (33, 34), drive technology via a between the two outer Stirnradebenen (32, 35) extending intermediate shaft (17a) are coupled.

13. Drive according to claim 12, characterized by the characterizing part of one or more of the preceding claims.