Classifications

• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
  • E05F15/00—Power-operated mechanisms for wings
  • E05F15/60—Power-operated mechanisms for wings using electrical actuators
  • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
  • E05F15/611—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings
  • E05F15/616—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings operated by push-pull mechanisms
  • E05F15/622—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings operated by push-pull mechanisms using screw-and-nut mechanisms
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
  • E05F3/00—Closers or openers with braking devices, e.g. checks; Construction of pneumatic or liquid braking devices
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
  • E05F15/00—Power-operated mechanisms for wings
  • E05F15/60—Power-operated mechanisms for wings using electrical actuators
  • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
  • E05F15/611—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings
  • E05F15/614—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings operated by meshing gear wheels, one of which being mounted at the wing pivot axis; operated by a motor acting directly on the wing pivot axis
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
  • B60J5/00—Doors
  • B60J5/10—Doors arranged at the vehicle rear
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D33/00—Superstructures for load-carrying vehicles
  • B62D33/02—Platforms; Open load compartments
  • B62D33/023—Sideboard or tailgate structures
  • B62D33/027—Sideboard or tailgate structures movable
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
  • E05Y2201/00—Constructional elements; Accessories therefor
  • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
  • E05Y2201/252—Type of friction
  • E05Y2201/258—Magnetic or electromagnetic friction
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
  • E05Y2201/00—Constructional elements; Accessories therefor
  • E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
  • E05Y2201/43—Motors
  • E05Y2201/434—Electromotors; Details thereof
  • E05Y2201/438—Rotors
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
  • E05Y2201/00—Constructional elements; Accessories therefor
  • E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
  • E05Y2201/43—Motors
  • E05Y2201/434—Electromotors; Details thereof
  • E05Y2201/442—Stators
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
  • E05Y2201/00—Constructional elements; Accessories therefor
  • E05Y2201/60—Suspension or transmission members; Accessories therefor
  • E05Y2201/622—Suspension or transmission members elements
  • E05Y2201/686—Rods, links
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
  • E05Y2201/00—Constructional elements; Accessories therefor
  • E05Y2201/60—Suspension or transmission members; Accessories therefor
  • E05Y2201/622—Suspension or transmission members elements
  • E05Y2201/696—Screw mechanisms
  • E05Y2201/70—Nuts
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
  • E05Y2201/00—Constructional elements; Accessories therefor
  • E05Y2201/60—Suspension or transmission members; Accessories therefor
  • E05Y2201/622—Suspension or transmission members elements
  • E05Y2201/696—Screw mechanisms
  • E05Y2201/702—Spindles; Worms
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
  • E05Y2201/00—Constructional elements; Accessories therefor
  • E05Y2201/60—Suspension or transmission members; Accessories therefor
  • E05Y2201/622—Suspension or transmission members elements
  • E05Y2201/71—Toothed gearing
  • E05Y2201/716—Pinions
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
  • E05Y2900/00—Application of doors, windows, wings or fittings thereof
  • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
  • E05Y2900/53—Type of wing
  • E05Y2900/546—Tailboards, tailgates or sideboards opening upwards
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
  • H02P31/00—Arrangements for regulating or controlling electric motors not provided for in groups H02P1/00 - H02P5/00, H02P7/00 or H02P21/00 - H02P29/00

Definitions

• the invention relates to a drive device for adjusting a vehicle part according to the preamble of claim 1 and a method for operating a drive device.
• a drive device comprises an electric drive for driving the vehicle part.
• the electric drive has an output shaft for transmitting an adjusting force to the vehicle part.
• a first brake device is connected, which has at least one permanent magnet element and is designed to provide a braking force for detecting the vehicle part in a just assumed position.
• a braking device in the form of a so-called hysteresis brake has a disk-shaped carrier element which is non-rotatably connected to an output shaft and to which an annular hysteresis element is attached, for example, of a soft magnetic material.
• the hysteresis element is opposed by two permanent magnets on a stator.
• the hysteresis brake provides both at standstill and during movement of a tailgate a braking force available, the hysteresis brake switchable may be to reduce the braking force, for example, in a manual movement of the tailgate.
• the drive has a braking device for holding the vehicle part in a set position.
• a braking device for pivoting a arranged on a body of a vehicle flap, a braking device is provided in which a brake disc is arranged on a shaft on which a braking element acts in a braking manner.
• wrap spring brakes are known from the prior art, which use a arranged in a brake cup wrap.
• the wrap spring When initiating a drive-side force, the wrap spring is loaded to release a system with the brake pot, so that an output shaft can be driven without much braking action of the wrap.
• the wrap spring When there is an output-side force on the output shaft, however, the wrap spring is loaded in the direction of its installation with the brake pot, so that the output shaft is braked and the output-side force is dissipated, without causing an adjustment of the output shaft.
• Object of the present invention is to provide a drive device with a permanent magnet brake available, which can be simple and space-saving in providing a reliable braking force.
• a method is to be made available with which such a drive device can be operated advantageously. This object is achieved by an article having the features of claim 1.
• the drive device has a second brake device, which is designed to switch the electric drive into a regenerative braking mode in order to at least partially feed back a power regenerated by the drive into the drive and thereby to provide a braking force for braking a movement of the vehicle part.
• the connecting device thus has two braking devices.
• a first braking device which has a permanent magnet element and is thus configured as a permanent magnet brake, serves in particular for providing a braking force when the vehicle part is at a standstill, so that this first braking device serves in particular as a parking brake.
• a second braking device is designed as a generator brake and serves, in particular, to provide a braking force during movement of the vehicle part.
• the second braking device uses a braking force provided by the drive when the drive is switched to a regenerative braking mode.
• the configured as a permanent magnet brake first braking device can be integrated in a space-saving manner in the drive and thus requires a small space.
• the second braking device can be realized by an electrical wiring of the drive, so that the second braking device requires only a few additional components and a small additional space.
• the first braking device may, for example, have a fixed section and a first permanent magnet element that is rotationally fixed relative to the stationary section.
• a second permanent magnet member rotatable with the fixed portion about a longitudinal axis operatively connected to the output shaft such that the second permanent magnet member is rotated toward the fixed portion upon rotational movement of the output shaft.
• the fixed portion may be realized, for example, by a housing of the second braking device.
• the first permanent magnet element fixed to the fixed portion such as the housing, and the second permanent magnet element twisted upon rotational movement of the output shaft to the first permanent magnet element magnetically cooperate to provide a braking force.
• the braking force can in this case be such that in particular when the vehicle part and thus at standstill of the output shaft, the second permanent magnet element is held in position to the first permanent magnet element, so that the first brake means a locking force for adjusting the output shaft and thus driven by the output shaft Vehicle part provides.
• the first permanent magnet element and the second permanent magnet element are preferably each multi-pole with magnetic poles, which are offset along a circumferential direction about the longitudinal axis to each other, designed.
• Each permanent magnet element has at least one pair of magnetic poles with two nonuniform magnetic poles offset along the circumferential direction, the magnet poles of the first permanent magnet element being magnetically attractive to the magnet poles of the second permanent magnet element in a braking state, so that the permanent magnet elements are held in position relative to each other due to the magnetic attraction forces and a locking brake force is exerted on the output shaft.
• a pair of magnetic poles on each permanent magnet element is sufficient.
• the provided (maximum) braking force can be adjusted by selecting the number of Magnetpolfare, with the proviso that the (maximum) braking force is greater, the more pairs of magnetic poles are available.
• the permanent magnet elements may have three, four or five magnetic pole pairs.
• the permanent magnet elements are congruent in their magnetic poles.
• the permanent magnet elements have the same number of magnetic poles, so that in the braking state a south pole of the first permanent magnet element just faces a north pole of the second permanent magnet element (and vice versa) and thus a holding force between the permanent magnet elements is caused due to the magnetic attraction.
• the first braking device preferably acts solely on the basis of the magnetic forces acting between the permanent magnet elements.
• the braking force provided by the first braking device is thus caused by the magnetic attraction between the permanent magnet elements, but not by friction of the permanent magnet elements together. Accordingly, the first Permanent magnet element and the second permanent magnet element to be spaced apart from each other, so that during a rotational movement of the second permanent magnet element relative to the first permanent magnet element no (significant) frictional forces are caused.
• the permanent magnet elements may each be configured disk-shaped in the manner of circular disks and facing each other axially with their end faces.
• the permanent magnet elements are preferably axially spaced from one another.
• the permanent magnet elements can be designed cylindrical and arranged concentrically with each other.
• the first permanent magnet element is arranged, for example, radially outside the second permanent magnet element, the permanent magnet elements preferably being radially spaced from one another. If the permanent magnet elements are in each case multi-pole with a plurality of magnetic poles offset along the circumferential direction, the braking torque provided in total during a rotational movement of the output shaft is preferably 0.
• the first braking device thus provides a (noteworthy) braking force only when the output shaft is at a standstill acts on the output shaft.
• the first braking device in this way causes a locking of the output shaft to a predetermined limit torque that is determined by the magnetic attraction forces between the permanent magnet elements. If this limit torque is exceeded, the second permanent magnet element is rotated relative to the first permanent magnet element, so that the locking effect of the permanent magnet brake is canceled. Only when the torque acting on the output shaft again falls below the limit torque, the arrive Permanent magnet elements in turn in a braking position to each other, in which the permanent magnet elements are magnetically held in position to each other, so that the output shaft is detected.
• an intermediate element made of a non-magnetizable material can be arranged between the permanent magnet elements. This intermediate element separates the permanent magnet elements from each other and can serve, for example, to set a defined distance between the permanent magnet elements.
• the permanent magnet elements abut frictionally on the intermediate element. If, however, the braking device is not intended to act frictionally and to provide an adjustment force merely due to the magnetic attraction between the permanent magnet elements, at least one of the permanent magnet elements is preferably spaced from the intermediate element. In order to conduct a magnetic flux on a side facing away from the respective other permanent magnet element and thus to avoid excessive field propagation outside the braking device, in particular in multi-pole configuration of the permanent magnet elements, a return element is preferably provided on one or both of the permanent magnet elements.
• the return element in this case is arranged on the rear side of the associated permanent magnet element, that is to say on a side of the permanent magnet element facing away from the other permanent magnet element, and is made of a soft magnetic material, for example of steel.
• the first braking device may be switchable to adjust the braking force provided.
• the axial or radial distance between the permanent magnet elements can be changed so as to vary the braking force provided due to the magnetic forces acting between the permanent magnet elements.
• the braking device may be switched between a first state in which the permanent magnet elements approach each other and a second state in which the permanent magnet elements are away from each other to have an increased braking effect in the first state and a reduced braking effect in the second state adjust.
• the second brake device can in be easily realized by an electrical circuit with a resistor. Via the resistor (with comparatively small resistance value, for example below 100 ohms), connections of the electric drive can be short-circuited, so that in this way the drive can be switched to a regenerative braking operation. If a torque is exerted on the output shaft on the output side and, as a result, a rotational movement of the output shaft occurs, then the drive of this rotational movement counteracts regenerative, so that the rotational movement of the output shaft is braked.
• the second brake device preferably has control electronics for controlling.
• the electrical circuit is controlled to selectively short-circuit the terminals of the drive via the resistor or not.
• the control electronics can thus be controlled, whether a movement of the vehicle part is braked or not. If it is detected, for example, that a user manually engages the vehicle part in order to move the vehicle part, the control electronics can open the connections of the drive so that no regenerative counterforces are generated and a smooth movement of the vehicle part is possible.
• the control of the circuit can be done in dependence on the torque or the rotational speed of the drive. Conceivable and possible, however, is also a control, for example, depending on the situation or depending on environmental conditions. Thus, for example, upon detection of a manual movement, the short-circuit connection can be opened in order to allow a smooth movement of the vehicle part.
• the resistance may be variable.
• the resistance can be temperature-dependent and thus change with the temperature, so that temperature-induced changes in the system, for example in the stiffness of the component to be adjusted, can be counteracted.
• the resistor can also be changed by the control electronics and thus controllable.
• the control electronics can be designed, in particular, to control the resistance as a function of the torque, of the rotational speed or of the motor current or as a function of at least one ambient condition, for example as a function of an ambient temperature.
• the adjustment forces required to adjust the vehicle part may be higher.
• the braking forces provided by the second braking device can be reduced in order to counteract the Verstellkrafterhöhung in this way.
• the resistance value can be lowered with a temperature increase.
• control electronics may be configured to detect a terminal voltage between the terminals of the electric drive, in order to control or regulate the electrical circuit for short-circuiting the terminals depending on the terminal voltage. Thus it can be monitored on the basis of the terminal voltage, whether the drive should be short-circuited or not. If the terminal voltage is lower than a predetermined threshold value, for example, the drive is short-circuited via the resistor. On the other hand, if the terminal voltage is greater than the predetermined threshold value, then the short-circuit connection is opened so that no regenerative braking forces are provided on the drive.
• the second braking device counteracts the adjusting movement as a generator and brakes the adjusting movement when the drive is switched to generator mode.
• the terminal voltage between the terminals increases. If this causes the threshold value to be exceeded, the short-circuit connection between the terminals of the drive is opened so that the braking force is switched off and thus a further adjustment of the vehicle part can take place in a smooth manner. If the threshold voltage is again undershot, the short-circuit connection can in turn be closed so that the second braking device acts as a brake.
• the control electronics can in this case be designed to change the threshold value, for example as a function of at least one environmental condition, for example the ambient temperature.
• a small threshold can be set, while at high ambient temperatures, a comparatively larger threshold value is set.
• the second braking device can be controlled depending on the environment to provide a braking force.
• the threshold value can be (clearly) below the terminal voltage which occurs during operation of the electric motor, that is to say during energization of the electric motor for adjusting the vehicle part. In this way, the short circuit connection between the Connections of the drive in the electrical operation of the drive, ie at operating voltage of the drive, opened so that no current flows through the resistor.
• the object is also achieved by a method for operating a drive device for adjusting a vehicle part, in particular a tailgate.
• an electric drive drives the vehicle part by an output shaft of the drive transmits an adjusting force on the vehicle part.
• a first brake device which is operatively connected to the output shaft and has at least one permanent magnet element, provides a braking force for detecting the vehicle part in a position just assumed.
• a second brake device during a movement of the vehicle part provides a braking force for braking the movement of the vehicle part by the electric drive is switched to a regenerative braking operation.
• Fig. 2 is a schematic view of a vehicle with a drive device for adjusting a tailgate.
• 3A is a schematic view of an embodiment of a
• Fig. 3B is a schematic view of the drive device when retracted
• Fig. 4A is a view of an embodiment of a permanent magnet brake; a view of another embodiment of a permanent magnet brake; schematic views of two permanent magnet elements of the permanent magnet brake, with magnetic poles arranged thereon; a rolled-up representation of the permanent magnet elements, in a braking state at opposite, magnetically attracting magnetic poles; a view of the permanent magnet elements at (minor) deflection; a view of the permanent magnet elements in relative movement of the permanent magnet elements by a period of the periodically arranged magnetic poles; a graphical representation of the magnetic attraction between the permanent magnet elements acting holding torque over the angle; a schematic view of a control device in cooperation with a drive of the drive device.
• the electric drive 34 is designed as an electric motor and has in a housing 340 a stator 340 fixed to the housing and a rotor rotatable with respect to the stator.
• the rotor is rotatable about a longitudinal axis L and drives an output shaft 341, on which a scoring element 342 for driving a downstream transmission 35 (see FIGS. 3A and 3B) for adjusting a vehicle part is arranged.
• a drive device 3 of this type can serve, for example, for adjusting a tailgate 20 of a vehicle 2.
• the drive device 3 acts in a known manner between the tailgate 20 and a body 21 of the vehicle. 2
• a drive device 3 of the type described here can also be used for adjusting completely different vehicle parts.
• the drive device 3 may for example be designed as a spindle drive, as shown in an embodiment in FIGS. 3A and 3B.
• the drive device 3 has a spindle 32 which extends along a longitudinal axis L, is rotatably mounted on a housing 30 and is in the form of an electric drive 34 an electric motor is in communication.
• the spindle 32 has on its externa ßeren lateral surface on a Au stan stan stan stan stan stan 310, which is in engagement with an internal thread in a bore 313 of a spindle nut 310.
• the spindle nut 310 is rotatably held on an (inner) tube of a push rod 31, which is mounted in a cladding tube 312 via an end face 314 facing away from the spindle nut 310.
• the cladding tube 312 is displaceably (but non-rotatably) mounted on the housing 30 along the longitudinal axis L, so that the tube 31 1 is guided on the housing 30 via the cladding tube 312.
• a coupling point 301 for (pivotally) coupling the push rod 31, e.g. with the tailgate 20 (see, e.g., Fig. 2).
• the housing 30 has a coupling point 300 at an end facing away from the push rod 31, via which the housing 30 is connected, for example. is coupled to the body 21 (pivotable).
• the electric drive 34 in the form of the electric motor is connected via a gear 35 to the spindle 32.
• the electric drive 34 drives the transmission 35 via the output pinion 342 in order to transmit torque to the spindle 32 via the transmission 35, for example in a staggered manner.
• the transmission 35 may be formed, for example, as a planetary gear, with fundamentally quite different transmission designs are conceivable and possible.
• the electric motor 34 sets the spindle 32 in a rotational movement about the longitudinal axis L. Due to the threaded engagement of the spindle nut 310 with the spindle 32 and the fixed connection of the spindle nut 310 with the push rod 31, the spindle nut 310 rolls on the spindle 32 , So that the Spindle nut 310 along the longitudinal axis L relative to the spindle 32 is adjusted and together with the spindle nut 310, the tube 31 1 and the cladding tube 312 are moved and thus the entire push rod 31 is moved.
• 3A shows the drive device 3 in an extended position, in which the spindle nut 310 is moved to an end of the spindle 32 facing away from the gear 34.
• 3B shows the drive device 3 in a retracted position, in which the spindle nut 310 is approximated to the end of the spindle 32 facing the electric motor 34.
• the push rod 31 is biased by a spring 33 in the form of a compression spring relative to the housing 30 and supported on a support 36 on the housing 30.
• the bias is carried out - in the illustrated example - in the direction of the extended position (see Fig. 3A), so that the spring 33 is tensioned against the adjustment direction V upon retraction of the push rod 31, as shown in Fig. 3B ,
• the spring 33 By means of the spring 33, a manual adjustment of the tailgate 20 can be supported for example in the direction of an open position.
• 33 may also be dispensed with such a spring.
• the drive device 3 has, as shown in Fig. 1, a permanent magnet brake 1 with a housing 10 which is composed of housing parts 100, 101, on.
• the permanent magnet brake 1 acts on the output shaft 341 of the drive 34 and serves to provide a braking force, which is intended in particular for detecting the vehicle part driven by the drive device 3, in the present example the tailgate 20.
• FIG. 4A shows a perspective view of an embodiment of an assembly of a permanent magnet brake 1, which is enclosed in the housing 10.
• the assembly comprises a first return element 1 1, a first permanent magnet element 12, a second return element 13, a second permanent element 14 and an intermediate element 15, which interact in a braking manner during operation of the permanent magnet brake 1.
• the first return element 1 1 and the first permanent magnet element 12 together form a first brake element and are fixed, in particular rotatably connected to each other.
• the first permanent magnet element 12 can be positively, non-positively and / or materially connected to the first Return element 1 1 be connected by the first permanent magnet element 12 is rotationally positively fixed, for example via a suitable tongue and groove connection to the first return element 1 1 or is adhesively bonded cohesively to the first return element 1 1.
• the first return element 1 1 and the first permanent magnet element 12 are rotatably held in the housing 10 and rotatable to the output shaft 341.
• the output shaft 341 can thus be rotated to the first brake element formed by the first return element 11 and the first permanent magnet element 12, wherein the first brake element remains fixed in position to the housing 10 and thus is not rotated with the output shaft 341.
• the second return element 13 and the second permanent magnet element 14 form a second brake element.
• the second return element 13 and the second permanent magnet element 14 are in this case non-rotatably arranged on the output shaft 341 and are thus rotated with a rotation of the output shaft 341 about the longitudinal axis L (rotational movement D) together with the output shaft 341.
• the permanent magnet element 14 may be non-rotatably connected to the output shaft 341 by the permanent magnet element 14 is pressed with the output shaft 341 or positively connected to the output shaft 341.
• the inference element 13 can be connected to the permanent magnet element 14 such that it is non-rotatable, for example positive, frictionally and / or materially bonded.
• the return elements 11, 13 serve as a magnetic return for conducting the magnetic flux caused by the permanent magnet elements 12, 14 and are advantageously made of a soft magnetic material, for example of steel.
• the permanent magnet elements 12, 14 are in each case designed to be multi-pole with magnetic poles N, S offset circumferentially from one another. Via the return elements 1 1, 13 produced from a soft magnetic material, a magnetic flux is conducted on the back side of the permanent magnet elements 12, 14 between adjacent poles N, S.
• the permanent magnet elements 12, 14 can, for example, as sintered parts made of a material with permanent magnetic properties, for example a neodymium material, be formed.
• a material with permanent magnetic properties for example a neodymium material
• an intermediate element 15 made of a non-magnetizable material, e.g. arranged in the form of a thin plastic film, which is intended to prevent in particular that the brake elements with their permanent magnet elements 12, 14 form a connection with each other by corrosion.
• the intermediate element 15 may have, for example, a thickness of between one hundredth of a millimeter and ten hundredth of a millimeter, for example five hundredth of a millimeter, viewed in the axial direction along the longitudinal axis L.
• the permanent magnet elements 12, 14 serve to cause a braking effect between the brake elements 1 1, 12 and 13, 14 by magnetic attraction.
• the braking action is intended to serve, in particular, to detect the vehicle part driven by the drive device 3, in the exemplary embodiment according to FIG. 2, in a position just taken in order to prevent inadvertent movement of the tailgate 20.
• the permanent magnet brake 1 is thus intended to cause the tailgate 20 to be locked when the tailgate 20 is stationary. If a user attacks on the tailgate 20 in order to move the tailgate 20, the permanent magnet brake 1 should enable the tailgate 20 to move if a limit torque is exceeded.
• the permanent magnet elements 12, 14 are each designed multipolar and have, as shown schematically in Fig.
• the magnetic poles N, S of the permanent magnet elements 12, 14, as shown schematically in Fig. 6A, are magnetically attractive.
• the Permanent magnet element 14 is thus held in position relative to the housing-fixed permanent magnet element 12, so that the permanent magnet element 14 and above the output shaft 341 relative to the housing 10 of the permanent magnet brake 1 are detected.
• the permanent magnet elements 12, 14 are shown in a rolled manner by projecting the per se circular permanent magnet elements 12, 14 on a line (corresponding to a cutting at a circumferential location and unwinding on a line).
• a north pole of a permanent magnet element 12, 14 just faces a south pole S of the other permanent magnet element 14, 12. This corresponds to a non-loaded condition. If a torque is exerted on the output shaft 341 during operation-for example as a result of a load on the tailgate 20 -the permanent magnet elements 12, 14 can be deflected (slightly) by an angle ⁇ relative to one another, as illustrated in FIG. 6B.
• the permanent magnet element 14 will slip toward the housing-fixed permanent magnet element 12 because the holding magnetic moment will not affect the acting load can catch. The slipping takes place here until the load torque falls again below the limit torque. If this is the case, the permanent magnet elements 12, 14 again assume a position relative to one another, in which a north pole N of one permanent magnet element 12, 14 faces a south pole S of the other permanent magnet element 14, 12 magnetically attractive (and vice versa) and thus again a locking acting , magnetic coupling between the permanent magnet elements 12, 14 is made.
• the course of the moment M caused by the magnetic attraction forces over the angle ⁇ between the permanent magnet elements 12, 14 is shown in FIG.
• the moment M is sinusoidal with a period a which corresponds to the period a of the magnetic poles N, S at the permanent magnet elements 12, 14 (see FIG. 5).
• the holding torque initially increases until it reaches a maximum value Mmax. Then it drops off and crosses the zero line at an angle ⁇ , which corresponds to a position of the permanent magnet elements 12, 14 to each other just poles, ie a north pole N another north pole N and a south pole S another south pole S, the permanent magnet elements 12, 14 face each other.
• the holding torque is negative, so that the further movement of the permanent magnet elements 12, 14 is magnetically supported relative to each other, until in turn reached a position in which unlike poles N, S magnetically attractive (see Fig. 6C) is.
• the limit torque corresponds to the maximum holding torque Mmax. If the load torque acting on the output side on the output shaft 341 is greater than this limit torque Mmax, the permanent magnet element 14 is moved relative to the permanent magnet element 12 because the magnetic attraction forces are insufficient to magnetically hold the permanent magnet element 14 in a rotationally fixed manner to the permanent magnet element 12.
• the braking effect between the permanent magnet elements 12, 14 can be achieved purely magnetically, so that a (slight) axial distance between the permanent magnet elements 12, 14 can be provided.
• the permanent magnet elements 12, 14 with the interposition of the intermediate element 15 face each other axially with their end faces and extend in a disk-shaped manner parallel to each other transversely to the longitudinal axis L.
• FIG. 4B are permanent magnet elements 12, 14 contrast, arranged concentrically to each other.
• a cylindrical, first permanent magnet element 12 is in this case arranged on a cylindrical return element 1 1 produced from a soft-magnetic material and connected in a rotationally fixed manner to the housing 10 of the permanent magnet brake 1. The permanent magnet element 12 is thus held fixed to the housing via the return element 11.
• a second permanent magnet element 14 is arranged on the output shaft 341 and non-rotatably connected to the output shaft 341, so that the permanent magnet element 14 together with the output shaft 341 is rotated about the longitudinal axis L during a rotational movement D of the output shaft 341.
• a cylindrical intermediate element 15 is arranged made of a non-magnetizable material, said intermediate element 15 having a radial distance to each of the permanent magnet elements 12, 14 or may be in abutment with the permanent magnet elements 12, 14.
• the permanent magnet elements 12, 14 are in each case multipolar with magnetic poles N, S offset from each other along the circumferential direction about the longitudinal axis L.
• the number of magnetic poles N, S of the permanent magnet elements 12, 14 is identical, so that in a braking state, a magnetic pole N, S of a permanent magnet element 12, 14, a non-identical magnetic pole S, N of the other permanent magnet element 14, 12 facing and in this way due the magnetic holding forces a braking force for detecting the output shaft 341 is provided.
• the operation of the permanent magnet brake 1 of this embodiment is otherwise identical as described above for the embodiment of FIG. 4A, so that reference should be made to the above.
• the permanent magnet brake 1 of the drive device 3 acts to hold the output shaft 341 at standstill of the tailgate 20 in position.
• the resulting braking forces of the permanent magnet brake 1 are negligible, so that the permanent magnet brake 1 of the movement of the tailgate 20 opposes no appreciable resistance.
• a second braking device 4 acts as a generator by the drive 34 is short-circuited via its terminals 343, 344 by means of a resistor 41. If the output shaft 341 and above the rotor of the drive 34 is rotated at short-circuited terminals 343, 344, this leads to an induction of a voltage between the terminals 343, 344, as a result of which a current flows through the resistor 41, which returns to the drive 34 fed and thus leads to a braking effect.
• the second braking device 4 is thus suitable to counteract a movement of the tailgate 20.
• the braking action of the second braking device 4 is negligible at standstill (because at standstill of the output shaft 341 no voltage is induced on the drive 34).
• the braking devices 1, 4 thus complement each other to the effect that the first brake device 1 at standstill and the second brake device 4 when braking the tailgate 20 provide a braking force.
• the second braking device 4 is controlled by a control device 42 which selectively switches the resistor 41 between the terminals 343, 344 via a switching device 40 or opens the short-circuit connection between the terminals 343, 344 created by means of the resistor 41.
• the control can be effected as a function of the torque, of the rotational speed, of the motor current or else depending on the situation or as a function of ambient conditions, for example the ambient temperature.
• the control device 42 can, for example, monitor a voltage U across the resistor 41 which corresponds to the terminal voltage between the terminals 343, 344.
• This voltage U increases with increasing speed, because with increasing speed, the voltage induced at the drive 34 and, consequently, the current flow through the resistor 41 increases.
• the control can in this case be such that the terminals 343, 344 are short-circuited via the resistor 41 as long as the voltage U is below a threshold value. With a comparatively low adjustment speed of the tailgate 20 with manual adjustment of the tailgate 20, a braking effect is thus provided via the second braking device 4.
• the switching device 40 may be formed, for example, as a mechanical relay or as an electronic component, for example as a transistor.
• the braking force provided by the second braking device can also be controlled, for example, by adjusting the braking force by pulse width modulation (PWM) by pulse-switching the switching device 40.
• PWM pulse width modulation
• the threshold value is preferably chosen so that it is (clearly) below the operating voltage occurring in the electrical operation of the drive 34.
• the control device 42 may in this case be designed to adapt the threshold value, for example as a function of the ambient temperature. At low ambient temperatures, for example, the threshold value can be reduced in this way, while at high ambient temperatures a larger threshold value is set.
• the control can additionally or alternatively also be situation-dependent. If, for example, it is determined via a suitable sensor, for example a key sensor or a capacitive sensor or the like, that a user acts on the tailgate 20 for manual adjustment, then the short-circuit connection can be opened in order to enable a smooth adjustment of the tailgate 20.
• the resistor 41 may be variable, wherein a control of the resistance value can be carried out for example via the control device 42.
• the resistance value can be changed as a function of the temperature, for example to reduce the resistance value at a high ambient temperature or to increase the resistance value at a low ambient temperature. In this way, changes in the adjusting forces required for adjusting the tailgate 20 can be compensated.
• the braking devices 1, 4 may be substantially free of wear.
• the first braking device 1 does not have any parts which are subject to significant wear. Because the second braking device 4 can also be constructed purely electrically, at least no mechanical wear occurs at this second braking device 4.
• the first brake device 1 may be integrated in the drive 34 and thus requires only a small additional space. Because the second braking device 4 can be realized by a few electrical components, also the space requirement of the second braking device 4 is low.
• a drive device of the type described here can also be used, for example, in another adjustment device in a vehicle.
• the drive device is in this case not limited to a spindle drive, but can be constructed very differently.
• a drive device of the type described here can also serve to adjust very different vehicle parts, such as flaps or doors on vehicles.
• the drive device is not limited to use on a tailgate. LIST OF REFERENCE NUMBERS

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• 2015
  • 2015-10-28 DE DE102015221067.7A patent/DE102015221067A1/de active Pending
• 2016
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