WO2023001727A1 - Unité d'entraînement pour déplacer de façon motorisée un élément de fermeture - Google Patents

Unité d'entraînement pour déplacer de façon motorisée un élément de fermeture Download PDF

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Publication number
WO2023001727A1
WO2023001727A1 PCT/EP2022/069978 EP2022069978W WO2023001727A1 WO 2023001727 A1 WO2023001727 A1 WO 2023001727A1 EP 2022069978 W EP2022069978 W EP 2022069978W WO 2023001727 A1 WO2023001727 A1 WO 2023001727A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
motor
drive unit
braking
magnet arrangement
Prior art date
Application number
PCT/EP2022/069978
Other languages
German (de)
English (en)
Inventor
Dominik RAMPEL
Rene VON DER WEHD
Original Assignee
Brose Fahrzeugteile Se & 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 Se & Co. Kommanditgesellschaft, Bamberg filed Critical Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg
Priority to CN202280051410.1A priority Critical patent/CN117751227A/zh
Publication of WO2023001727A1 publication Critical patent/WO2023001727A1/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
    • 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
    • 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
    • E05Y2201/10—Covers; Housings
    • 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
    • E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
    • E05Y2201/46—Magnets
    • E05Y2201/462—Electromagnets
    • 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
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/32—Position control, detection or monitoring
    • E05Y2400/334—Position control, detection or monitoring by using pulse generators
    • E05Y2400/336—Position control, detection or monitoring by using pulse generators of the angular type
    • 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
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/44—Sensors not directly associated with the wing movement
    • 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
    • E05Y2800/73—Multiple functions
    • 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 drive unit for motorized adjustment of a closure element of a motor vehicle according to the preamble of claim 1, a drive unit for motorized adjustment of a closure element of a motor vehicle according to the preamble of claim 15 and a closure element arrangement according to claim 17.
  • the drive unit in question is used as part of the adjustment of a closure element of a motor vehicle.
  • a drive unit can, for example, be part of a drive for a tailgate, a cover, a hood, a side door, a sliding door, a sunroof or the like of a motor vehicle.
  • the term "closure element" is to be understood broadly in the present case.
  • the known drive unit (WO 2019/1 05694 A1), on which the invention is based, is provided for motorized adjustment of a tailgate of a motor vehicle by means of a drive motor.
  • the engine speed is controlled by a drive controller.
  • the drive motor usually has a motor housing and a stator and a rotor with a motor shaft arranged therein.
  • the drive unit also has a braking device with an additional braking function, with the motor shaft being assigned a ferromagnetic brake element which interacts with a magnet arrangement which is rotatably mounted on the motor shaft in the manner of a hysteresis brake.
  • the well-known drive unit with the designed as an independent module braking device basically allows for easy installation and individual adjustment of the braking effect to the respective application. Because of the modular design, the braking device has its own housing that is separate from the drive motor, as a result of which the braking device requires a relatively large amount of space.
  • the invention is based on the problem of designing and developing the known drive unit in such a way that a smaller installation space requirement can be achieved.
  • the above problem is solved by the features of the characterizing part of claim 1 in a drive unit for motorized adjustment of a closure element of a motor vehicle according to the preamble of claim 1 .
  • the fundamental consideration is to use the magnet arrangement for several functions.
  • the magnet arrangement can be used to magnetically influence a sensor, in particular a speed sensor, but also the drive train itself, ie the movement of at least one component of the drive train, for example as part of a braking function.
  • the drive unit then has fewer components, so that its construction becomes less complex. At the same time, the reduced number of components means that less space is required.
  • the drive unit have a magnetically influenceable sensor that generates sensor signals as a function of its magnetic influence through the magnetic field of the magnet arrangement, and that the magnet arrangement is designed as a multifunctional part that, in addition to the magnetic influence of the sensor, as a Another function enables the drive train to be influenced magnetically
  • the magnet arrangement together with the braking element, forms the braking device and in particular forms a brake in the manner of a flysteresis brake.
  • the magnet arrangement is thus both part of a sensor device and a braking device.
  • a hysteresis brake has the advantage that it is particularly low-wear and low-noise.
  • a friction brake is therefore preferably dispensed with in the drive train.
  • the speed of the drive motor is detected via the sensor.
  • the magnet arrangement then provides the following two functions as a multifunctional part. On the one hand, the magnetic field originating from the magnet arrangement acts together with the braking element to form the braking force or the braking torque. On the other hand the speed of the drive motor is determined using the sensor and the magnet arrangement.
  • the motor housing provides a further function in addition to its actual function, the housing, ie the accommodation of the compo nents of the drive motor, whereby the complexity of the drive unit is further reduced.
  • the additional function can consist in enabling the drive train to be influenced, for example by influencing the movement of at least one component of the drive train, for example as part of a braking function.
  • the motor housing is preferably itself a braking element and thus part of the braking device or holds a braking element of the braking device, in particular in a rotationally and/or axially fixed manner.
  • the motor housing can also have the additional function of a shield.
  • the braking element shields the drive motor at least partially electrically, magnetically and/or electro-magnetically.
  • the braking element thus assumes a dual function, specifically forming a braking force together with the magnet arrangement and shielding the electric drive motor to improve electromagnetic compatibility.
  • the complexity of the drive unit and the space requirement can be further reduced.
  • the shielding can also be additionally provided by the braking element.
  • the braking element is formed by a section of the motor housing.
  • the “enclosure”, “braking” and “shielding” functions are thus provided directly by the motor housing, resulting in a simple structural design with a particularly small space requirement.
  • Claims 7 to 10 relate to particularly preferred configurations of the braking element and the motor housing with an electrically conductive layer. This can be magnetized by the magnet arrangement to generate the braking function. However, this can also serve to provide the shielding.
  • Claim 11 relates to preferred braking torques that can be exerted by the braking device. The braking torque can thus be adapted to the respective application within a wide range.
  • Claim 12 relates to preferred detent torques which the drive motor provides in the idle state and which act on the closure element in addition to the braking torque, so that the closure element can be held in a holding position.
  • the magnet arrangement is formed as a hybrid component with two permanent magnets.
  • the permanent magnets can then generate magnetic fields of different strengths.
  • a first permanent magnet faces the sensor and interacts with the sensor with its magnetic field.
  • a second permanent magnet faces the brake element and uses it to generate the braking torque or the braking force.
  • the Bremsein device is arranged on a cable module side of the drive motor.
  • the braking device is thus arranged on the side of the drive motor facing away from the spindle/spindle nut gear and is particularly easily accessible.
  • a drive unit for motorized adjustment of a locking element of a motor vehicle with mechanical drive connections that can be adjusted linearly relative to one another, the drive unit having a drive train coupled to the drive connections an electric drive motor with a motor shaft and a motor housing and a spindle-spindle nut gear drive downstream of the electric drive motor, the drive unit having a braking device with a braking element for braking the motor shaft and a magnet arrangement for generating a magnetic field.
  • the motor housing be designed as a multifunctional part which, in addition to enclosing the drive motor, has the additional function of influencing the drive train and/or at least partially shielding the electric, magnetic and/or electromagnetic fields emitted by the drive motor from the environment of the Drive motor or to a sensor, in particular speed sensor, provides out.
  • Claim 16 specifies the further function of the motor housing in that the motor housing forms the braking element or holds the braking element, which further reduces the complexity of the drive unit.
  • FIG. 1 shows the rear area of a motor vehicle with a proposed drive unit for motorized adjustment of the closure element there,
  • FIG. 2 shows a cross-sectional view of the drive unit from FIG. 1 in a) the retracted position and b) the extended position, with a perspective, partially sectioned detail view in the region of the braking device, and
  • FIG. 3 shows a cross-sectional view of the braking device of the drive unit shown in FIGS. 1 and 2 a) in a first embodiment and b) in a second embodiment.
  • the proposed drive unit 1 is associated with a closure element arrangement 2, for example a tailgate arrangement, which in turn is equipped with a closure element 3, here a tailgate.
  • the United closure element arrangement 2 is assigned to a motor vehicle 4 (FIG. 1).
  • closure element 3 can also be another closure element 3 of a motor vehicle 4, in particular a sliding door or a side door. All statements apply to other closure elements 3 accordingly.
  • the drive unit 1 has a first mechanical drive connection 5, which is coupled to the motor vehicle 4, and a second mechanical drive connection 6, which is coupled to the closure element 3, here and preferably the tailgate.
  • the mechanical drive connections 5, 6 are linearly adjustable relative to each other, whereby the distance between the
  • Drive connections 5, 6 can be changed. By linearly adjusting the drive connections 5, 6, the closure element 3 can be adjusted relative to the motor vehicle 4.
  • the drive connections 5, 6 are coupled to a drive train 7 of the drive unit 1, as shown in FIG.
  • the drive train 7 has an electric drive motor 8 with a motor shaft 9 and a motor housing 10 and a spindle/spindle nut gear 11 downstream of the electric drive motor 8 in terms of drive technology. Between the electric drive motor 8 and the spindle-spindle nut gear 11, an intermediate gear, for example a reduction gear, can be connected.
  • the drive train 7 is here and preferably designed to be driven back.
  • the spindle-spindle nut gear 11 which has a spindle 11a and a spindle nut 11b meshing therewith in a conventional manner, is provided for generating linear drive movements along a geometric spindle axis A between a retracted position and an extended position of the drive unit 1.
  • the spindle 11a is here via the electric drive motor 8 to one of the mechanical drive connections 5, 6 and the spindle nut 11b is coupled to the other of the mechanical drive connections 5, 6.
  • the spindle-spindle nut gear 11 thus causes the li- neare adjustment of the drive connections 5, 6.
  • the motor shaft 9 has a geometrical shaft axis B, which is aligned here and preferably coaxially with the geometrical spindle axis A.
  • the drive unit 1 also has a braking device 12 for braking the motor shaft 9, here and preferably in the manner of a hyste rese brake (FIG. 3).
  • the drive unit 1 has a magnet arrangement 13 for generating a magnetic field, which is formed here and preferably by at least one permanent magnet. It is alternatively or additionally possible for the magnet arrangement 13 to have an electromagnet, such as an electric coil, or to be formed by a coil.
  • a hysteresis brake is based on the principle of magnetic reversal.
  • a movable, in particular rotatable, ferromagnetic component is influenced by a magnetic field in such a way that this component is repeatedly remagnetized.
  • the repeated magnetic reversal of the material results in a loss of energy, which slows down the moving component.
  • the arrangement of the ferromagnetic component and the component generating the magnetic field can also be designed in the opposite way, namely in such a way that the ferromagnetic component is movable, in particular rotatable, and the respective other component is designed to be stationary.
  • the drive unit 1 has a magnetically influenceable sensor 17, which generates sensor signals as a function of its magnetic influence through the magnetic field of the magnet arrangement 13, and that the magnet arrangement 13 is designed as a multifunctional part which, in addition to the magnetic influence of the sensor 17 provides a magnetic influencing of the drive train 7 as a further function.
  • the magnetically influenceable sensor 17 is designed to generate sensor signals depending on its magnetic influence.
  • the sensor 17 thus generates a sensor signal as a function of the magnet arrangement 13, namely when the sensor 17 is correspondingly influenced by the magnetic field generated by the magnet arrangement 13. From the corresponding Corresponding sensor signal, the speed of the motor shaft 9 can be determined here who the.
  • a Hall sensor is provided as a sensor 17 that can be influenced magnetically.
  • sensors such as a reed sensor or another magnetoresistive sensor.
  • the magnet arrangement 13 is designed as a multifunctional part, which means that the magnet arrangement 13 provides at least two different functions. It can thus be taken over the function of another magnet arrangement, so that the latter can be dispensed with.
  • the magnet arrangement 13 preferably forms the braking device 12 as a further function with a ferromagnetic braking element 14 and interacts with the braking element 14 in particular in the manner of a hysteresis brake.
  • the magnet arrangement 13 is designed in such a way that the magnetic field it generates not only interacts with the sensor 17 that can be influenced magnetically, but also with the braking element 14, here preferably in the manner of a hysteresis brake (FIG. 3).
  • the braking device 12 is thus formed by the magnet arrangement 13 and the ferromagnetic braking element 14 .
  • the magnet arrangement 13 is connected to the motor shaft 9 outside of the motor housing 10 in a rotationally fixed manner.
  • Connected means mechanically connected and includes non-positive, positive and/or material connections or a one-piece design of the unit made up of motor shaft 9 and magnet arrangement 13.
  • the braking force can be adjusted here and preferably via the strength of the magnetic field and the air gap between the magnet arrangement 13 and the Braking element 14 are adjusted.
  • the sensor 17 that can be influenced magnetically is designed to detect the speed of the drive motor 8 .
  • the motor shaft 9 rotates, the changes acting on the sensor 17 and from the Magnet assembly 13 outgoing magnetic field in regular cycles, whereby sensor signals are generated from which the speed of the drive motor 8 can be determined.
  • the motor housing 10 is also designed as a multifunctional part, which namely provides a further function of the drive train 7 in addition to housing the drive motor 8 .
  • “multifunctional part” is to be understood in such a way that the motor housing 10 provides at least two different functions. The function of another component can thus be taken over, as a result of which the number of components and thus the complexity of the drive unit 1 can be reduced.
  • the motor housing 10 here and preferably enables the drive train 7 to be influenced and/or provides at least partial shielding from electric, magnetic and/or electromagnetic fields decoupled from the drive motor 8 to the environment of the drive motor 8 and/or to the Sensor 17 ready.
  • the motor housing 10 forms the braking element 14 (FIG. 3a)) or holds it, in particular in a rotationally and/or axially fixed manner (FIG. 3b)).
  • Fig. 3a is also shown for this embodiment that the further function of the motor housing 10 is to form the braking device 12 with the magnet arrangement 13 and here and preferably with the Mag netan extract 13 to interact in the manner of a hysteresis brake.
  • the motor housing 10 is here and preferably also designed to shield the electric, magnetic and/or electro-magnetic fields decoupled from the drive motor 8 .
  • the braking element 14 can be a separate element from the motor housing 10 which is connected to the motor housing 10, as shown in FIG. 3b).
  • Connected here means mechanically connected and includes non-positive, positive and/or material connections.
  • the braking element 14 can be in direct contact with the motor housing 10, as is the case here, but can also be arranged at a distance from the motor housing 10, in particular at a distance axially, with the formation of a gap.
  • the braking element 14 is designed as a rotationally symmetrical braking element 14 and designed in the shape of a disk.
  • the braking element 14 can alternatively be formed by the motor housing 10 itself if the motor housing 10 consists at least partially of a ferromagnetic material.
  • the magnet arrangement 13 is here and preferably ring-shaped, in particular circular ring-shaped, as shown in FIG. 3, and has poles arranged in an alternating manner in the circumferential direction.
  • Electromagnetic compatibility describes the ability of a technical device not to disturb other devices through unwanted electrical, magnetic or electromagnetic effects or to be disturbed by other devices.
  • the braking element 14 is therefore preferably also designed here as a multifunctional part which, in addition to braking the motor shaft 9, has the additional function of at least partially shielding electric, magnetic and/or electromagnetic fields decoupled from the drive motor 8 from the environment of the drive motor 8 and/or or to the sensor 17. In this way, electromagnetic compatibility is improved, which means that unwanted interactions with other technical devices can be prevented.
  • the motor housing 10 is preferably designed in several parts.
  • the motor housing 10 is preferably formed from a plurality of housing parts which can be plugged together along the shaft axis B in the course of assembly and which are axially connected to one another in the assembled state.
  • the braking element 14 is related to the geometric shaft axis B of the motor shaft 9 from a front side. te of the motor housing 10 formed.
  • the brake element 14 is formed by a front end cap 15 of the motor housing 10, based on the geometric shaft axis B of the motor shaft 10, as shown in FIG. 3a).
  • the braking element 14 and the end cap 15 can thus together form a one-piece component.
  • the end cap 15 as a braking element 14 can be partially or completely made of a ferromagnetic material.
  • the braking element 14 can also be a component which is connected to the end cap 15, that is to say a component which is separate from the end cap 15, as is shown in FIG. 3b).
  • Connected also means mechanically connected here and includes non-positive, positive and material connections.
  • the end cap 15 is here and preferably a component which is otherwise connected to the motor housing 10, in particular a cylindrical housing section of the motor housing 10, ie a component which is otherwise separate from the motor housing 10.
  • Connected also means mechanically connected here and includes non-positive, positive and material connections.
  • the end cap 15 has an integrated brush apparatus for providing electrical contact with a rotor of the drive motor 8 .
  • the braking element 14 has an electrically conductive layer, here a coating 16, i.e. an outer layer, which is designed in such a way that the magnet arrangement 13 and the layer or coating 16 have the braking effect in the manner of a hysteresis train brake.
  • a coating 16 i.e. an outer layer, which is designed in such a way that the magnet arrangement 13 and the layer or coating 16 have the braking effect in the manner of a hysteresis train brake.
  • an inner layer is also conceivable.
  • Fig. 3a shows a braking element 14, here in the form of the end cap 15 of the motor housing 10, with such a layer or coating 16 Braking torque on the motor shaft 9 acts.
  • the conductive coating 16 can be applied to the braking element 14 in sections be or cover the braking element 14 completely.
  • the coating 16 can be applied subsequently and adapted to the respective application. In this way, a previously non-ferromagnetic element can be designed as a braking element 14 .
  • the coating 16 can also be used to subsequently implement shielding.
  • the coating 16 allows a uniform layer thickness to be applied even in areas that are difficult to access. Coating material can be saved by applying the coating 16 in a targeted manner. In particular, the installation space of the drive unit 1 can be reduced by the coating 16 .
  • the layer or coating 16 can be formed partially metallic or entirely from a metal.
  • An above-mentioned layer or coating 16 can be applied, for example, using the so-called CVD method (chemical vapor deposition). These can also be produced by means of one of the methods from the series of indirect metallization, plating, painting, vacuum metallization or injection molding, the above list being only exemplary and not to be understood as exhaustive.
  • the braking element 14 preferably consists of plastic or comprises a plastic and is provided with the electrically conductive layer or coating 16 at least in sections. This can be applied evenly to plastic material, as a result of which uniform shielding of the drive motor 8 is achieved.
  • the braking element 14 is an injection molded part, that is to say it is produced in an injection molding process.
  • the injection molding process enables cost-effective production in large quantities and allows a high level of design freedom.
  • the layer or coating 16 can be formed by a back-injected or encapsulated metal foil or a back-injected or encapsulated metal body.
  • the motor housing 10 is completely provided with the electrically conductive coating 16 . In this way, the drive motor 12 can be shielded completely and evenly in all directions.
  • the conductive layer or coating 16 has a thickness of 0.1 mm to 20 mm, preferably 0.1 mm to 10 mm, more preferably 0.1 mm to 5 mm .
  • the braking device 12 exerts a braking torque on the motor shaft 9 of 0.5 Nmm to 30 Nmm, preferably 1 Nmm to 25 Nmm, more preferably 5 Nmm to 20 Nmm.
  • a braking torque of 8 Nm is provided here as an example. In order to be able to adjust the closure element 3, the braking torque must first be overcome.
  • the closure element 3 can also be adjusted relative to the motor vehicle 4 by a movement introduced into the closure element 3 from the outside.
  • the braking force of the braking device 12 must then be overcome in order to adjust the closure element 3 .
  • the braking device 12 is designed in such a way that the closure element 3 is fixed in a holding position by the braking moment or the braking force when the drive motor 8 is at rest.
  • “idle state” is to be understood to mean that the drive motor 8 is not driven, ie is not subjected to an electrical voltage or current. It is particularly advantageous if the braking device 12 can fix the locking element 3 in any position relative to the motor vehicle 4 . In this way, an unintentional or accidental, non-motorized adjustment of the closure element 3 can be prevented, as a result of which a high level of safety when using the closure element 3 is achieved.
  • the drive motor 8 preferably provides a detent torque in the idle state, which is designed such that the closure element 3 can be fixed in a holding position by the detent torque and the braking torque or the braking force. It is particularly advantageous if this Closure element 3 is fixed in any position relative to the motor vehicle 4.
  • the cogging torque is preferably 5 Nm to 30 Nm, preferably 10 to 25 Nm, more preferably 10 Nm to 20 Nm.
  • a detent torque of 14 Nm is provided here as an example.
  • the detent torque of the drive motor 8 is therefore preferably greater than the braking torque of the braking device 12.
  • the magnet arrangement 13 is designed as a hybrid component with two permanent magnets, with the sensor 17 facing a first permanent magnet and the braking element 14 facing a second permanent magnet.
  • the two permanent magnets are each ring-shaped, in particular annular, and face each other along the geometric shaft axis B on the face side.
  • the two permanent magnets can be connected to one another or arranged next to one another along the geometric shaft axis B, forming an air gap. “Connected” also means mechanically connected here and includes non-positive, positive and/or material connections. A design as a one-piece unit of the permanent magnets is also possible.
  • the first permanent magnet facing the sensor 17 that can be influenced magnetically has only a single pole facing the sensor 17 .
  • the second permanent magnet facing the braking element 14 preferably has a plurality of magnet poles arranged alternately over the circumference and aligned along the geometric shaft axis B, as shown in FIG.
  • a first magnetic field specially adapted to the sensor 17 can thus be provided.
  • a second magnetic field required for the braking force can act on the braking element 14 or the coating 16 independently of the first magnetic field.
  • the braking device 12 is arranged on a cable module side 18 of the drive motor 8 .
  • the drive motor 8 has a cable module side 18 facing a cable module and an output side facing the spindle/spindle nut gear 11 .
  • the braking device 12 is thus arranged on the side of the drive motor 8 facing away from the spindle/spindle nut gear 11 .
  • the spindle/spindle nut gear 11 or an intermediate reduction gear can then be connected directly along the geometric shaft axis B to the drive motor 8 .
  • the braking device 12 is arranged in the area of the cable module, making it particularly accessible.
  • the drive motor 8 can be supplied with power and controlled via the cable module 18 .
  • a drive control provided for this purpose can be part of the drive unit 1 or can be arranged separately in the motor vehicle 4 .
  • the drive control of the drive unit 1 can also be part of a higher-level vehicle control of the motor vehicle 4 .
  • the braking device 12 it is also possible for the braking device 12 to have a separate friction brake in addition to the hysteresis brake described above.
  • a drive unit 1 is provided for motorized adjustment of a closure element 3 of a motor vehicle 4, with mechanical drive connections 5, 6, which can be adjusted linearly relative to one another, with the drive unit 1 having a drive connection 5 , 6 coupled drive train 7 with an electric drive motor 8 with a motor shaft 9 and a motor housing 10 and a spindle/spindle nut gear 11 downstream of the electric drive motor 8 in terms of drive technology, with the drive unit 1 having a braking device 12 with a braking element 14 for braking the motor shaft 9 and a magnet arrangement 13 for generating a magnetic field.
  • the motor housing 10 is designed as a multifunctional part which, in addition to enclosing the drive motor 8, has the additional function of influencing the drive train 7 and/or at least partially shielding electrical, magnetic and/or electromagnetic fields to the environment of the drive motor 8 and/or to a sensor 17.
  • the further function of the motor housing 10 is to form the braking element 14 or to hold the braking element 14 .
  • the further function of the motor housing 10 is to form the braking device 12 with the magnet arrangement 13 and to interact with the magnet arrangement 13 in the manner of a flysteresis brake.
  • the sensor 17 is preferably a magnetically influenceable sensor 17 which generates sensor signals as a function of its magnetic influence by the magnetic field of the magnet arrangement 13 .
  • a closure element arrangement 2 is provided with a closure element 3 to which a proposed drive unit 1 is assigned. In this respect, reference may be made to all statements relating to the proposed drive unit 1 according to the first teaching and according to the further teaching.

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  • Power-Operated Mechanisms For Wings (AREA)

Abstract

L'invention concerne une unité d'entraînement (1) pour déplacer de façon motorisée un élément de fermeture (3) d'un véhicule automobile (4), comprenant des raccords d'entraînement (5, 6) mécaniques qui sont réglables linéairement l'un par rapport à l'autre, l'unité d'entraînement (1) présentant une chaîne cinématique (7) qui est reliée aux raccords d'entraînement (5, 6) et qui comprend un moteur d'entraînement électrique (8) pourvu d'un arbre moteur (9) et d'un carter moteur (10) et un mécanisme à vis et écrou (11) qui est monté en aval, sur le plan de l'entraînement, du moteur d'entraînement électrique (8), l'unité d'entraînement (1) présentant un dispositif de freinage (12) pourvu d'un élément de freinage (14) pour freiner l'arbre moteur (9) et un ensemble aimant (13) pour générer un champ magnétique. Selon l'invention, l'unité d'entraînement (1) présente un capteur (17) pouvant être influencé magnétiquement qui génère des signaux de capteur en fonction de l'influence magnétique du champ magnétique de l'ensemble aimant (13) sur celui-ci, et l'ensemble aimant (13) se présente sous la forme d'un élément multifonction qui, en plus de l'influence magnétique exercée sur le capteur (17), a également pour fonction d'influer magnétiquement sur la chaîne cinématique (7).
PCT/EP2022/069978 2021-07-21 2022-07-18 Unité d'entraînement pour déplacer de façon motorisée un élément de fermeture WO2023001727A1 (fr)

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CN202280051410.1A CN117751227A (zh) 2021-07-21 2022-07-18 用于机动地调节闭合元件的驱动单元

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DE102021118872.5A DE102021118872A1 (de) 2021-07-21 2021-07-21 Antriebseinheit zum motorischen Verstellen eines Verschlusselements
DE102021118872.5 2021-07-21

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WO2023001727A1 true WO2023001727A1 (fr) 2023-01-26

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008077912A1 (fr) * 2006-12-27 2008-07-03 Valeo Sicherheitssysteme Gmbh Dispositif de réglage pour activer automatiquement la portière de véhicule d'un véhicule à moteur
EP2192675A1 (fr) * 2008-11-27 2010-06-02 Valeo Sicherheitssysteme GmbH Frein d'hystérèse
WO2019105694A1 (fr) 2017-11-29 2019-06-06 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Composant de véhicule automobile

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008077912A1 (fr) * 2006-12-27 2008-07-03 Valeo Sicherheitssysteme Gmbh Dispositif de réglage pour activer automatiquement la portière de véhicule d'un véhicule à moteur
EP2192675A1 (fr) * 2008-11-27 2010-06-02 Valeo Sicherheitssysteme GmbH Frein d'hystérèse
WO2019105694A1 (fr) 2017-11-29 2019-06-06 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Composant de véhicule automobile

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CN117751227A (zh) 2024-03-22
DE102021118872A1 (de) 2023-01-26

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