WO2019105694A1 - Composant de véhicule automobile - Google Patents

Composant de véhicule automobile Download PDF

Info

Publication number
WO2019105694A1
WO2019105694A1 PCT/EP2018/080390 EP2018080390W WO2019105694A1 WO 2019105694 A1 WO2019105694 A1 WO 2019105694A1 EP 2018080390 W EP2018080390 W EP 2018080390W WO 2019105694 A1 WO2019105694 A1 WO 2019105694A1
Authority
WO
WIPO (PCT)
Prior art keywords
component
motor vehicle
brake
friction
vehicle component
Prior art date
Application number
PCT/EP2018/080390
Other languages
German (de)
English (en)
Inventor
Ulrich Strobel
Stephan Henzler
Original Assignee
Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg filed Critical Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg
Publication of WO2019105694A1 publication Critical patent/WO2019105694A1/fr

Links

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
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/02—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type
    • H02K49/04—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type
    • H02K49/046—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type with an axial airgap
    • 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
    • E05Y2201/21—Brakes
    • 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
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/252—Type of friction
    • E05Y2201/26—Mechanical 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
    • E05Y2800/00—Details, accessories and auxiliary operations not otherwise provided for
    • E05Y2800/20—Combinations of elements
    • E05Y2800/205—Combinations of elements forming a unit
    • 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
    • E05Y2800/00—Details, accessories and auxiliary operations not otherwise provided for
    • E05Y2800/20—Combinations of elements
    • E05Y2800/22—Combinations of elements of not identical elements of the same category, e.g. combinations of not identical springs
    • 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

Definitions

  • the invention relates to a motor vehicle component, in particular a flap drive, according to the preamble of claim 1, a flap arrangement 5 with such a flap drive according to claim 18 and a method for operating a motor vehicle component according to claim 20.
  • Today's motor vehicles are equipped with a plurality of motor vehicle components that take over drive functions for adjusting elements. Examples le for this are damper actuators, window lift drives, Wegverstellantriebe or the like.
  • One of many requirements is that the adjusting element to be adjusted is held in any intermediate position, even if the associated drive motor is de-energized.
  • the known motor vehicle component (DE 10 2014 005 006 A1), from which the invention proceeds, is configured as a damper drive.
  • the damper drive is used for the motorized adjustment of a tailgate of a motor vehicle between a closed position and an open position.
  • the non-self-locking designed powertrain here is assigned a friction brake, which ensures 20 that the tailgate is held even when de-energized drive motor as mentioned above in any intermediate position.
  • the friction brake acts constantly on the drive train, which allows a simple construction of the friction brake.
  • a challenge in the known motor vehicle component is to achieve a good holding effect in each intermediate position 25 of the tailgate, regardless of whether the motor vehicle is parked in a flat position or on a slope.
  • hysteresis brakes whose braking effect is due to the energy requirement 30 during the remagnetization of a ferromagnetic component (EP 2 543 808 A1).
  • the operation of such a hysteresis brake results, for example, from DE 197 05 290 Al.
  • the invention is based on the problem of designing and developing the known motor vehicle component in such a way that an improved retaining effect is achieved with a low constructional outlay. It is essential first of all the fundamental consideration that the motor vehicle component has a brake assembly which operates according to different operating principles. First of all, it is assumed that the brake arrangement forms a friction brake, which constantly brakes the drive element.
  • the brake assembly forms, in addition to the friction brake, an additional brake which operates at least in the static state of the drive element in the manner of a magnetic hysteresis brake and thus brakes the drive element in addition to the friction brake, at least in the static state of the drive element.
  • the additional brake is for this purpose of the basic structure of a hysteresis, this means that the brake assembly forms an additional brake with a permanent magnet excitation component and a ferromagnetic counter-component, which are rotatable relative to each other about the axis of rotation of the drive element. In this case, the exciter component is magnetized alternately around the axis of rotation.
  • a hysteresis brake is particularly advantageous, since the hysteresis brake reduces or completely loses its effect at high speeds.
  • the reason for this is that the hysteresis brake, as mentioned above, is based on the energy requirement during the remagnetization of the counter component.
  • the frequency dependence of the magnetic permeability leads to a certain extent that the magnetic reversal can not follow the magnetic excitation by the excitation component, so that at high speeds a reduced or no braking effect occurs.
  • the effects of the friction brake and the additional brake add in the static state of the drive element. Accordingly, it is according to claim 2 such that the breakaway torque for the drive element from a breakaway torque generated by the friction brake! and composed of a breakaway torque generated by the auxiliary brake. In this case, the breakaway torque share generated by the additional brake at the breakaway torque is preferably at least 10%.
  • the magnetic excitation field acting on the auxiliary brake is used twice, namely on the one hand for generating the braking effect of the hysteresis and on the other hand for generating the braking effect of the friction brake by the normal force for the friction brake back to the excitation field.
  • the further preferred embodiments according to the Ansprings 7 and 8 relate to advantageous structural variants for the implementation of the above dual use of the exciter field.
  • the further preferred embodiments according to claims 10 to 12 relate to a preferred rated operation of the motor vehicle component, in which the drive motor is driven in a nominal speed range, in such a way that the pole change frequency on the counter component is greater than the magnetic limit frequency (s. "Electrical engineering in the Kir ", Herbert Bernstein, De Gruyter 120, 2016, p. 174, last paragraph) of the material of the countercomponent.
  • the braking effect attributable to the additional brake can therefore be due at most to a remanent magnetization of the counter component and is therefore correspondingly low, in particular in the case of a soft magnetic design of the counter component.
  • This is interesting insofar as with the proposed solution by a correspondingly high rated speed range, a above-mentioned deactivation of the additional brake takes place, which is triggered automatically upon reaching the dynamic range of the drive element.
  • the auxiliary brake acts to a significant extent only in the static state of the drive element.
  • the particularly preferred embodiments according to claims 14 to 17 relate to preferred design variants for at least one of the friction surfaces, with which a particularly high wear resistance can be achieved.
  • a flap assembly of a motor vehicle with a flap and one of the flap associated » proposed according flap drive claimed as such the flap drive is used to adjust the flap between a closed position and an open position by motor.
  • the flap drive is used to adjust the flap between a closed position and an open position by motor.
  • On old versions of the proposed damper actuator may be referenced.
  • a particularly advantageous design of the flap assembly relates to claim 19, according to which the flap is held in each flap position by the combined braking action of the friction brake and the auxiliary brake in its static state.
  • Flap assembly claimed as such.
  • the above-mentioned control of the drive motor is such that the prevailing on the counter component, the relative rotation between the excitation component and counter component backward pole change has a frequency above the magnetic cutoff frequency of the material of the counter component, so that the above-mentioned reduction of the braking effect the additional brake results.
  • the method according to the preamble it is possible to generate an amplification of the braking effect of the brake arrangement in the static state of the drive element, while the dynamic state of the drive element is not or only insignificantly obstructed.
  • FIG. 1 shows the rear area of a motor vehicle with a motor vehicle component designed according to the preamble, designed as a flap drive,
  • FIG. 2 shows the brake assembly of the motor vehicle component according to FIG. 1 in the view II, FIG.
  • Fig. 3 shows the brake assembly of FIG. 2, a) in the view purple and b) in the
  • a damper drive which is associated with a flap 2 of a motor vehicle.
  • the damper actuator 2 is used to adjust the flap 2 between a closed position and an open position.
  • flap is to be understood in the present context. It includes a tailgate, a trunk lid, a door, in particular a side door, a front hood o. The like.
  • flap includes in a particularly wide interpretation also a sliding door.
  • Other fields of application for the proposed motor vehicle component 1 are conceivable. 1, designed as a flap drive motor vehicle component 1 is configured in the manner of a spindle drive with which linear drive movements via the drive terminals 3, 4 to the flap. 2 allow it to slide out to adjust the flap 2 motor.
  • spindle drive With regard to the basic construction of such a spindle drive, reference may be made to the aforementioned patent application DE 10 2014 005 006 A1, which is based on the Applicant and which in this respect is the subject of the present application.
  • the motor vehicle component 1 has a drive element 6 rotatable about a rotation axis 5. Furthermore, the motor vehicle component 1 is equipped with a drive motor 7 for the motorized adjustment of the drive element 6.
  • the drive element 6 can be any element which can be driven by a drive motor 7.
  • the drive element is a drive shaft which is arranged in the drive train between the drive motor 7 and the spindle spindle nut transmission 8 of the spindle drive. In principle, however, the drive element 6 can also be the motor shaft of the drive motor 7, a gear shaft o, the like.
  • the motor vehicle component 1 has a brake assembly 9, which is shown in Fig. 2 The brake assembly 9 is in a manner to be explained with the drive member 6, this braking, coupled.
  • the brake assembly 9 initially forms a friction brake 10, which brakes the drive element 6 constantly.
  • the braking of the drive element 6 takes place here and preferably with respect to a drive housing 11 of the motor vehicle component 1, which is cylindrical in cylinder shape in FIG.
  • Drive element 6 operates in the manner of a magnetic hysteresis.
  • the additional brake 12 brakes the drive element 6 in addition to the friction brake 10.
  • the auxiliary brake 12 on the construction of a magnetic hysteresis.
  • the auxiliary brake 12 brakes the drive element 6 at least in the static state of the drive element 6, ie when the drive element 6 is stationary, in addition to the friction brake 10.
  • the construction of such a hysteresis brake has been explained in the introductory part of the description.
  • the brake assembly 9 is used to hold the drive member 6 in any intermediate position with de-energized drive motor 7. Since the drive element 6 is coupled via the spindle-spindle nut transmission 8 with the flap 2, this leads to a corresponding Hold the flap 2 in any intermediate position. It is assumed that the drive train between the two drive terminals 3, 4 is designed non-self-locking This means that the initiation of movement via the drive terminals 3, 4 in the drive train to a return drive of the spindle-Spindelmuttergetriebes 8 and preferably also of the drive motor From its static state, the drive element 6 can be brought into a dynamic state by applying a breakaway torque, in which the drive element 6 rotates about its axis of rotation 5. This on the
  • Drive element 6 to be applied breakaway torque is composed, here and preferably additive, from a Losbrechmo- generated by the friction brake 10 ment part and from a Losbrechmomentanteil generated by the additional brake 12.
  • the breakaway torque share generated by the additional brake 12 at the breakaway torque is at least 10%, preferably at least 20% and more preferably at least 25%. This means that adjustability of the breakaway torque results over a wide range with the proposed additional brake 12.
  • the illustration according to FIG. 2 shows that the friction brake 10 has two frictionally engaging elements 13, 14 with associated friction surfaces 13a, 14a, which are rotatable relative to each other about the rotation axis 5 and axially adjustable with respect to each other, wherein between the friction surfaces 13a, 14a of the two friction engagement elements 13 . 14 a normal force N acts, which generates a friction torque between the two friction engagement elements 13, 14.
  • N acts, which generates a friction torque between the two friction engagement elements 13, 14.
  • the structure of the auxiliary brake 12 is also shown in the illustration according to FIG. 2.
  • the auxiliary brake 12 has a permanent-magnet exciter component 15 for generating an exciter field and a ferromagnetic counterpart component 16 which are rotatable relative to one another about the axis of rotation 5.
  • the exciter component 15 provides at least two exciter magnets 17a-f, which are distributed in relation to the axis of rotation 5, here and preferably axially, which are distributed around the axis of rotation 5 and of alternating polarity. This is indicated in Fig. 3b) with an indication of the poles of the excitation gangue 17a-f.
  • a magnetic air gap 18 is arranged, wherein the excitation magnets 17a-f respectively excite a corresponding magnetic circuit 19a-f, which is closed via the air gap 18 and the counter-component 16.
  • the exciting field generated by the excitation component 15 causes a corresponding magnetization of the counter-component 16, which is indicated in Fig. 3a) with an indication of the resulting poles. This can best be seen from a synopsis of FIGS. 2 and 3.
  • the excitation component 15 is connected to the associated frictional engagement element 13 with the drive element, while the counter-component 16 is arranged fixed to the housing with the associated frictional engagement element 14 relative to the drive housing 11. This can also be provided vice versa.
  • the above-mentioned, axial adjustability of the frictional engagement elements 13, 14 to each other results here and preferably by an axial adjustability of the drive element 6,
  • the axial adjustability between the frictional engagement elements 13, 14 but also by a corresponding axial bearing of the frictional engagement elements 13, 14 at be the drive element 6.
  • the friction surface 14a of the friction-type closing element 14 assigned to the counter-component 16 is formed separately from the surface of the counterpart component 16 forming the air pump If18.
  • the friction surface 13a of the frictional engagement element 13 assigned to the excitation component 15 is formed separately from the surface of the excitation component 15 forming the air gap 18. This spatial separation of the surfaces in question allows a particularly simple variant formation by the respective surfaces can be realized separately from each other.
  • the excitation component 15 is a one-piece component that is locally magnetized differently.
  • the individual excitation magnets 17a-f are thus each realized in a correspondingly local magnetization of the exciter component 15.
  • the excitation component 15 is configured in several parts, the excitation magnets 17a-f being designed as separate units.
  • the counter component is preferably made of a soft magnetic material, which is in particular a nickel-iron alloy, a cobalt-iron alloy, a steel material, in particular with a low carbon content, o. The like.
  • a soft magnetic material has a comparatively Low remanence magnetization, so that the above-mentioned deactivation of the additional brake in the dynamic state of the drive element 6 is particularly clear.
  • the mode of operation of the proposed motor vehicle component is of particular importance in the present case.
  • the motor vehicle component 1 is assigned a drive control 20, wherein the drive control 20 drives the drive motor 7 in a nominal speed range such that the pole change on the countercomponent 16, which is due to the relative rotation between the excitation arrangement 15 and the counterpart component 16, has a frequency above the magnetic limit frequency of the Material of the counter component 16 has.
  • the braking torque generated by the auxiliary brake 12 is less than 30% of the braking torque generated by the auxiliary brake 12 in the static state in the dynamic state of the drive element 6 at drive element 6 rotating in the rated speed range.
  • the braking torque generated by the additional brake 12 is less than 10% of the braking torque generated by the friction brake 10.
  • the design may be such that the magnetic attraction between the excitation component 15 and the counter-component 16 is less in the static state, preferably at least 20% less, than in the dynamic state with the drive element 6 rotating in the nominal rotational speed range.
  • the normal force N which is the cause of the friction torque of the friction brake 10 correspondingly decreases, so that the friction torque generated by the friction brake 10 decreases accordingly.
  • a deactivation of the braking torque generated by the friction brake 10 in the dynamic state of the drive element 6 is at least to a certain extent recorded.
  • the dargesteiite in Fig. 2, constructive design of the brake assembly 9 allows the flexible use of the brake assembly 9 for a variety of applications.
  • One reason for this is that the friction brake 10 and the additional brake 12 have a common housing 21, which is otherwise configured separately from the motor vehicle component 1, so that the friction brake 10 arranged in the housing 21 and the auxiliary brake 12 arranged in the housing 21 are common
  • the housing 21 of the brake assembly 6 is provided by an already provided housing of the motor vehicle component 1, in particular by the housing of the drive motor 7. It follows from the above explanations that in the illustrated preferred embodiment, the air gap 18 is determined by the fact that the excitation component 15 and the counter-component 16 are supported on one another via the friction surfaces 13a, 14a.
  • this also means that it depends on a particularly low wear of the friction surfaces 13a, 14a.
  • the relevant component, which has the respective friction surface 13a, 14a is completely provided with the coating.
  • the coating has been applied to a base area in the CVD or PVD coating method.
  • the coating is a DLC layer.
  • the coating has been applied to a base area in a galvanic coating process.
  • the coating is then a zinc / nickel coating, which further preferably has a PTFE additive.
  • a particularly good bond between the coating and the base surface can be achieved by applying the coating to the relevant base area in a chemical coating process.
  • a nickel coating has proven in which, more preferably, the phosphorus content is less than 5% vol and in particular between 3% vol and 5% vol.
  • the coating may be formed as an anti-friction coating, wherein the Giteitlack particular has a ceramic portion and / or a molybdenum disulfide portion.
  • a particularly hard coating can be achieved in that the coating is formed as a manganese-chromium-nitrite coating.
  • At least one frictional engagement element 13, 14 consists at least partly of a ceramic material or of a glass-metal material.
  • a likewise preferred alternative for increasing the wear resistance of the friction surfaces 13a, 14a is that at least one of the friction surfaces 13a, 14a has a structured surface topology such that a mostly dust-like friction surface abrasion can be deposited in recessed surface areas.
  • a flap assembly of a motor vehicle is claimed with a flap 2 and a proposed motor vehicle component 1 designed as a flap drive, the flap being connected by the flap drive between a motor vehicle component 1
  • Closed position and an open position is adjustable by motor.
  • the arrangement is such that the flap 2 is held in each flap position by the combined braking action of the friction brake 10 and the auxiliary brake 12 in its static state. In this case, a vote of the above breakaway torque on the flap weight, a possibly provided, acting on the flap 2 spring arrangement and other possibly provided force effects on the flap 2 make.
  • the drive motor 7 is controlled such that the prevailing on the counter-component 16, the relative rotation between the excitation component 15 and counter component 16 going back pole change of the excitation field of the excitation component 15 is a frequency above the magnetic limit frequency of the material Counter-component 16 has. Also in this respect may be made to all the above comments on the proposed motor vehicle component 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un composant de véhicule automobile, en particulier un entraînement de hayon, comprenant un élément d'entraînement (6) pouvant tourner autour d'un axe de rotation (5), en particulier un arbre d'entraînement, et un moteur d'entraînement (7) servant à ajuster de manière motorisée l'élément d'entraînement (6). Le composant (1) de véhicule automobile comporte un système de freinage (9) qui est couplé à l'élément d'entraînement (6), le système de freinage (9) réalisant un frein à friction (10) qui freine en permanence l'élément d'entraînement (6). L'invention propose que le système de freinage (9) réalise en plus du frein à friction (10) un frein supplémentaire (12) qui freine l'élément d'entraînement (6) au moins dans l'état statique de l'élément d'entraînement (6) à la manière d'un frein à hystérésis magnétique.
PCT/EP2018/080390 2017-11-29 2018-11-07 Composant de véhicule automobile WO2019105694A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017128214.9A DE102017128214A1 (de) 2017-11-29 2017-11-29 Kraftfahrzeugkomponente
DE102017128214.9 2017-11-29

Publications (1)

Publication Number Publication Date
WO2019105694A1 true WO2019105694A1 (fr) 2019-06-06

Family

ID=64184090

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2018/080390 WO2019105694A1 (fr) 2017-11-29 2018-11-07 Composant de véhicule automobile

Country Status (2)

Country Link
DE (1) DE102017128214A1 (fr)
WO (1) WO2019105694A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023001727A1 (fr) 2021-07-21 2023-01-26 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Unité d'entraînement pour déplacer de façon motorisée un élément de fermeture
DE102021131944A1 (de) 2021-12-03 2023-06-07 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Antriebseinheit zum motorischen Verstellen eines Verschlusselements eines Kraftfahrzeugs
DE102021131945A1 (de) 2021-12-03 2023-06-07 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Antriebseinheit zum motorischen Verstellen eines Verschlusselements eines Ktaftfahrzeugs
DE102021133339A1 (de) 2021-12-15 2023-06-15 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Antriebseinheit
DE102022101308A1 (de) 2022-01-20 2023-07-20 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Antriebseinheit

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115162883A (zh) 2021-04-01 2022-10-11 博泽(班贝格)汽车零部件欧洲两合公司 用于机动车的盖板的驱动组件
DE102022107411A1 (de) * 2022-03-29 2023-10-05 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Antriebseinheit

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE925414C (de) * 1951-02-15 1955-03-21 Max Baermann Durch die Wirkung eines Magnetfeldes betaetigte Bremse oder Kupplung
DE19705290A1 (de) 1997-02-12 1998-09-24 Zahnradfabrik Friedrichshafen Hysteresebremse
EP2543808A1 (fr) 2011-07-05 2013-01-09 VALEO Sicherheitssysteme GmbH Dispositif d'actionneur pour l'activation automatique de la porte d'un véhicule motorisé
DE102014005006A1 (de) 2014-04-04 2015-10-08 Brose Fahrzeugteile Gmbh & Co. Kg, Hallstadt Elektrischer Antriebsmotor

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1940012A1 (fr) * 2006-12-27 2008-07-02 Valeo Sicherheitssysteme GmbH Dispositif de réglage pour l'activation automatique de la porte d'un véhicule automobile
DE102015221067A1 (de) * 2015-10-28 2017-05-04 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Antriebsvorrichtung zum Verstellen eines Fahrzeugteils mit einer magnetischen Bremseinrichtung

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE925414C (de) * 1951-02-15 1955-03-21 Max Baermann Durch die Wirkung eines Magnetfeldes betaetigte Bremse oder Kupplung
DE19705290A1 (de) 1997-02-12 1998-09-24 Zahnradfabrik Friedrichshafen Hysteresebremse
EP2543808A1 (fr) 2011-07-05 2013-01-09 VALEO Sicherheitssysteme GmbH Dispositif d'actionneur pour l'activation automatique de la porte d'un véhicule motorisé
WO2013004702A1 (fr) * 2011-07-05 2013-01-10 Valeo Sicherheitssysteme Gmbh Dispositif d'actionneur pour activer automatiquement la porte de véhicule d'un véhicule à moteur
DE102014005006A1 (de) 2014-04-04 2015-10-08 Brose Fahrzeugteile Gmbh & Co. Kg, Hallstadt Elektrischer Antriebsmotor

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
HERBERT BERNSTEIN: "Elektrotechnik in der Praxis", 2016, DE GRUYTER STUDIUM, pages: 174

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023001727A1 (fr) 2021-07-21 2023-01-26 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Unité d'entraînement pour déplacer de façon motorisée un élément de fermeture
DE102021118872A1 (de) 2021-07-21 2023-01-26 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Antriebseinheit zum motorischen Verstellen eines Verschlusselements
DE102021131944A1 (de) 2021-12-03 2023-06-07 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Antriebseinheit zum motorischen Verstellen eines Verschlusselements eines Kraftfahrzeugs
DE102021131945A1 (de) 2021-12-03 2023-06-07 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Antriebseinheit zum motorischen Verstellen eines Verschlusselements eines Ktaftfahrzeugs
WO2023099415A1 (fr) 2021-12-03 2023-06-08 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Unité d'entraînement destinée au réglage motorisé d'un élément de fermeture d'un véhicule automobile
WO2023099399A1 (fr) 2021-12-03 2023-06-08 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Unité d'entraînement pour réglage motorisé d'un élément de fermeture d'un véhicule automobile
DE102021133339A1 (de) 2021-12-15 2023-06-15 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Antriebseinheit
DE102022101308A1 (de) 2022-01-20 2023-07-20 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Antriebseinheit

Also Published As

Publication number Publication date
DE102017128214A1 (de) 2019-05-29

Similar Documents

Publication Publication Date Title
WO2019105694A1 (fr) Composant de véhicule automobile
EP3652030B1 (fr) Électrovanne bistable pour frein hydraulique et méthode d'actionnement
WO2020008002A1 (fr) Amortisseur rotatif
EP2895673A2 (fr) Portière de véhicule à moteur et procédé pour solliciter une telle portière de véhicule à moteur
DE102012024376A1 (de) Kraftfahrzeugtür
EP3510218B1 (fr) Serrure de véhicule automobile
DE102016115439A1 (de) Kraftfahrzeugschlossanordnung
DE102013109165A1 (de) Kraftfahrzeugschloss
WO2015150079A2 (fr) Moteur d'entraînement électrique
DE102007012151A1 (de) Proportionalmagnet
EP0826267A1 (fr) Dispositif d'entrainement comportant un moteur electrique et un relais commutant le courant du moteur
DE102009021639A1 (de) Elektromagnetventil für flüssige und gasförmige Medien
DE102009039562B4 (de) Bistabile elektromagnetische Stellvorrichtung
DE102009023226A1 (de) Antriebsanordnung zur motorischen Verstellung eines Verstellelements in einem Kraftfahrzeug
DE4302143A1 (de) Elektromotor und Verfahren zum Betreiben des Elektromotors
DE102018117419A1 (de) Feststeller für ein Verstellteil eines Kraftfahrzeugs
DE102015113122A1 (de) Stellantrieb für kraftfahrzeugtechnische Anwendungen
DE102018112978A1 (de) Verfahren zur Ansteuerung einer Klappenanordnung eines Kraftfahrzeugs
WO2022063358A1 (fr) Transmission pour applications sur véhicule à moteur
DE102010047034A1 (de) Geräuschreduzierter Antrieb für Stellsysteme
DE10115151A1 (de) Elektrischer Stellantrieb für ein Kraftfahrzeug
DE102018118126A1 (de) Antriebsanordnung zur motorischen Verstellung einer Klappe eines Kraftfahrzeugs
DE102008001041A1 (de) Welleneinrichtung
DE102018109919A1 (de) Feststeller für ein Verstellteil eines Kraftfahrzeugs
DE102013104642A1 (de) Elektromagnetische Stellvorrichtung, Verwendung einer solchen elektromagnetischen Stellvorrichtung und System aufweisend eine solche elektromagnetische Stellvorrichtung

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18799747

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18799747

Country of ref document: EP

Kind code of ref document: A1