WO2023041282A1

WO2023041282A1 - Door drive device for a vehicle door of a motor vehicle

Info

Publication number: WO2023041282A1
Application number: PCT/EP2022/073059
Authority: WO
Inventors: Marcus Knechtel; Ulrich Koestler
Original assignee: Bayerische Motoren Werke Aktiengesellschaft
Priority date: 2021-09-17
Filing date: 2022-08-18
Publication date: 2023-03-23
Also published as: DE102021124128A1

Abstract

The invention relates to a door drive device for a vehicle door (1) of a motor vehicle, having at least one hinge (2) with a door-side and body-side hinge element (6, 7) which are connected to one another so as to be pivotable about a hinge axis (s), and having a first gear element (14) which is driven by a motor (13) of a door drive (12), can be rotated about an axis of rotation (d) and is in engagement with a second gear element (15) which can be rotated about an axis of rotation (w). In order to provide a door drive device which not only allows a particularly precise and finely controllable displacement movement of the vehicle door (1) but which is also designed to save extremely well on installation space, the second gear element is an angular drive element (15), the axis of rotation (w) (s) of which is arranged coaxially to the hinge axis (s) and at an angle to the axis of rotation (d) of the first gear element (14), and which is connected to one of the hinge elements (6, 7) for conjoint rotation.

Description

Door drive device for a vehicle door of a motor vehicle

The invention relates to a door drive device for a vehicle door of a motor vehicle according to the preamble of patent claim 1. The invention also relates to a motor vehicle with such a door drive device. Furthermore, the invention relates to a method for operating such a door drive device. Finally, the invention relates to such a door drive device according to the preamble of patent claim 10.

Such a door drive device is already known from DE 102006 040211 B4 and comprises a motor-driven, rotatable about an axis of rotation first gear element in the form of a threaded spindle, which interacts with a rotatably cooperating second gear element in the form of a screw element. By turning the threaded spindle, the screw element is moved in the axial direction of the threaded spindle and, as a result, for example, a door-side hinge element is pivoted relative to a body-side hinge element of a hinge of a vehicle door. The lever arm formed by the threaded spindle changes in relation to the pivot point or the hinge axis, so that a uniform opening pivoting movement can at best be achieved with complex control technology.

The object of the present invention is to create a door drive device, a motor vehicle with such a door drive device and a method for operating such a door drive device, by means of which a more uniform displacement movement of the vehicle door can be easily implemented with optimal use of the installation space conditions, and in which a particularly reliable and safe opening of the vehicle door results.

This object is achieved according to the invention by a door drive device with the features of patent claims 1 and 10, a motor vehicle with a door drive device with the features of patent claim 8 and a method for operating a door drive device with the features of patent claim 9. Advantageous configurations with favorable developments of the invention are the subject matter of the dependent claims. A first aspect of the invention relates to a door drive device for a vehicle door that is attached by means of at least one hinge, which can be pivoted about a hinge axis acting between a door-side hinge part and a body-side hinge part by means of a door drive, which comprises a first gear element driven by a motor and rotatable about a rotation axis, which is in engagement with a rotatable about an axis of rotation second gear element.

In order to create a door drive device which on the one hand enables a particularly uniform, precise and finely adjustable displacement movement of the vehicle door and on the other hand is designed to be extremely space-saving, according to the invention the second gear element is an angle drive element whose axis of rotation is coaxial with the hinge axis and at an angle to the axis of rotation of the first gear element is arranged, and which is rotatably connected to one of the hinge elements. The provision of an angle drive element, the center of which is coaxial with the hinge axis of the hinge part, and the non-rotatable connection with one of the two hinge elements of the hinge result in the possibility of a particularly even, finely dosed and precise displacement of the vehicle door about the corresponding hinge axis, with a constant movement over the entire opening or closing pivot range of the vehicle door can be achieved with approximately the same engine power or engine speed.

The angle drive element has, in particular, external teeth in the shape of a sector of a circle, which, for example, interact with a threaded spindle or another angle drive element with external teeth in the shape of a sector of a circle, in a manner that will be described in more detail below.

It is particularly important here that, in contrast to the prior art described above, for example according to DE 102006 040211 B4, the angle drive element according to the invention does not change the lever arm in relation to the pivot point or the hinge axis, at least essentially. As a result, the opening movement can, for example, also be made extremely uniform in a desired angular range and can be finely metered and stopped extremely quickly. Another advantage is that the angle drive element and the door drive can be accommodated in an extremely space-saving manner in the area of the corresponding hinge of the vehicle door. In other words: the engine speed of the The door drive and the door movement behave synchronously, with the motor torque changing only very moderately during the opening and closing movement of the door.

The angle drive element can, for example, be plugged onto the hinge axis fixed to the hinge element on the door in a particularly simple manner. This results in a particularly simple installation, so that the door drive is not used, for example, in simpler designs of the vehicle and can be easily installed if the vehicle is extensively equipped.

The door drive described can be used in a wide variety of doors, in particular in side doors that are hinged in the same direction, but also in doors that are hinged in opposite directions, so-called portal doors or coach doors.

In a further embodiment of the invention, the first transmission element is designed as a threaded spindle. This advantageously results in an angle drive with the angle drive element, which can be arranged particularly favorably in the region of the respective hinge of the vehicle door. A threaded spindle has the further advantage that the angle drive element can be adjusted particularly precisely by means of this spindle. If necessary, a cardanic element can also be integrated into the threaded spindle, which allows an angular offset between the angle drive element and the door drive or compensates for production-related tolerances.

In a further embodiment of the invention, a clutch is integrated into the door drive. Thus, the vehicle door can be easily operated manually when, for example, there is an emergency such as failure of the door drive device or the like. A clutch is particularly necessary if both the drive unit and the angle drive are self-locking. In this case, a clutch must be interposed so that the door can be operated manually in the event of an electrical defect in the door drive.

In a further embodiment of the invention, a door-side stop and a body-side stop are provided, in particular on the respective hinge elements, by which a maximum opening angle of the vehicle door is limited. The stops should serve in particular as mechanical limitations, which are usually not used. Rather, they should be used in particular in the shell of the motor vehicle body when the doors are open serve to avoid damage to the side wall, for example, as a result of excessive door opening. For this reason, an air gap is provided between the components 20 and 6 in FIG. After the body shell, however, the stops should preferably no longer be used, for example to avoid paint chipping off the stops. Rather, the system should preferably calibrate itself and the drive should be tuned in such a way that, for example, the revolutions of the motor are used to set how far the door may be opened before the stops just do not touch. This means that the drive should preferably not be braked at a higher speed by the stops, but rather it preferably brakes slowly towards the end and does not hit the stop.

Such stops, which are then used when the door is actually in operation, can be implemented, for example, by a conventional catch strap or the like. For example, it is possible to provide only a door brake with a tether in the basic equipment of the door or the vehicle and to also use the door drive according to the invention in more exclusive equipment of the vehicle, the door brake with tether also being installed. The tether can then be designed differently in standard vehicles without a door drive than in vehicles with a door drive, since it then takes on other functions that will be described in more detail below. With this safety strap, a maximum opening angle of the door can be set for both variants - with door drive or without door drive.

Furthermore, it is advantageous if a door drive opening angle of the vehicle door that can be generated by the door drive is smaller than the maximum opening angle of the vehicle door, which is limited by the door-side and body-side stops of the vehicle door. Thus, for example, the vehicle door can only be opened in a corresponding door drive opening angle by means of the door drive, it also being possible to manually open the vehicle door further up to the maximum opening angle, if required. The door drive opening angle of the vehicle door that can be generated by means of the door drive is designed, for example and in particular, in such a way that the door protrudes with its outermost end from the corresponding vehicle exterior or side wall of the vehicle by a maximum of 600 mm, since anything beyond that could endanger other road traffic.

For example, the drive can be designed intelligently so that the opening movement of the door is stopped in an intermediate position based on the revolutions of the motor before the end stop of the door is reached. In particular, can thus at an actuation from the interior, the door can only be moved up to the defined opening permitted by law and stopped. The opening angle can be determined, for example, by means of an angle sensor or via the revolutions of the motor. When the door is opened, it can be accelerated manually if necessary, as well as when it is closed. The motor of the door drive can--as will be explained in more detail below--accelerate accordingly, since with manual support it can turn faster due to the lower torque to be provided by the door drive (the movement takes place when the clutch is closed).

After the door drive has stopped at a predetermined opening angle, the door can only be opened up to the maximum opening angle, for example, by pushing/opening the inside door handle (handle in the door panel) and gripping the handle (scanned electronically) or a switch, which is only accessible when the door is partially open. This switch is positioned, for example, in such a way that it can only be operated with the hand of an operator facing the center of the vehicle, since this involves turning the body and the view (of cyclists, cars, etc.) is assured. This provides a controllable door opening that takes the following traffic into account. This applies to both front doors and rear doors. A query via a reversing camera to observe the following traffic is also possible, for example to be able to estimate the distances of the traffic behind you. Alternatively conceivable is a sensor in the area of the rear door side of the side door, which can only monitor the traffic to the rear when it is opened, with the exception when a door in four-door vehicles is already open and the obstacle can therefore be seen by the person following. Overall, the result is that the door is only opened up to the maximum opening angle if the user can see and is responsible for the traffic situation on his side of the vehicle.

A further advantageous embodiment of the invention provides that the angular drive element is formed at least essentially in the shape of a sector of a circle or a sector of a circular ring. This results in a particularly space-saving arrangement of the angle drive element in the area of the hinge axis. The angle drive element can, for example, be plugged onto the hinge axis fixed to the hinge element on the door in a particularly simple manner. This results in a particularly simple installation, so that the door drive is not used, for example, in simpler designs of the vehicle and can be easily installed if the vehicle is extensively equipped. In addition, results the described constant movement over the entire opening or closing pivoting range of the vehicle door at approximately the same engine power or engine speed.

In a further advantageous embodiment of the invention, the door drive comprises at least one sensor device connected to a control device, by means of which the door drive can be controlled as a function of at least one parameter. This can be, for example, an environment sensor system of the corresponding vehicle door or motor vehicle, or one or more force sensors, by means of which the force required to open or close the vehicle door can be determined. Such a sensor device allows the opening or closing movement of the vehicle door to be monitored and controlled in a particularly favorable manner.

A sensor system is preferably provided with which only the drive motor is queried, for example with regard to

- the number of revolutions and revolutions to detect the door position (is set to a value of 0 or X when the door is closed and the initial position is recorded),

- number of turns until the intermediate position of the door,

- the number of turns until the door is fully open,

- the increase in current over the speed, which means that influences from the clutch can be identified, for example. Depending on the case, the drive could come to a standstill and the direction of rotation reversed.

- Closing the door, whereby the drive supports the servo lock in securely closing the door and can reverse after the door lock is closed and reverse the direction of rotation, for example until play in the coupling has been eliminated, so that when the door is opened again an immediate drive takes place. (This makes use of the fact that the door springs open as a result of the sealing forces).

Other variants can also be implemented using the sensors, such as variable speeds in the movement of the door or gentle braking using the door drive. When considering a vehicle position detected by the sensors (uphill/downhill or when parking at an angle, for example with two wheels on a raised sidewalk), both the drive and the clutch can transmit a calculated excess torque due to the increased weight force. Another aspect of the invention relates to a motor vehicle with at least one door drive device for a vehicle door with at least one actuating element in the interior of the motor vehicle for opening the vehicle door, the actuating element being arranged in a lateral, rear outer area of a seat adjacent to the vehicle door. As a result, the actuating element is arranged in such a way that an operator sitting in the corresponding seat necessarily has to look over his shoulder in order to be able to open the vehicle door. This ensures in a simple manner that the vehicle door is only opened for the operator if, in particular, no object such as a motor vehicle or a bicycle or the like is approaching from a rear area.

Another aspect of the invention relates to a method for operating a door drive device for at least one vehicle door of a motor vehicle, in which a position of an operator relative to the motor vehicle is detected by means of a sensor device connected to a control device of the door drive device and the vehicle door that can be opened by means of the door drive device depends on the detected position the operator is opened. This makes it possible, for example, to achieve in a simple manner that a vehicle door is only opened when the operator is on the side of the vehicle on which the vehicle door is to be opened. It is thus ensured in a simple and reliable manner that a vehicle door is only opened when a corresponding operator can adequately survey the area around the vehicle door to be opened.

Finally, a further aspect of the present invention relates to a door drive device for a vehicle door of a motor vehicle with at least one hinge with a door-side hinge part and a body-side hinge part which are pivotably connected to one another about a hinge axis. The door drive device also includes a door drive with a motor-driven, rotatable about an axis of rotation first gear element, which is in engagement with a rotatable second gear element about an axis of rotation. In order to create a particularly space-saving door drive device, which also enables a precisely adjustable pivoting movement of the vehicle door, it is provided according to the invention that the second gear element can be adjusted with a guide element along a link guide of a third gear element, the axis of rotation of which is arranged coaxially to the hinge axis, and which is rotatably connected to one of the hinge elements. Depending on the design of the link guide can thus be a particularly precisely adjustable opening and / or closing movement Reach the vehicle door, the third gear element being arranged in a particularly space-saving manner in the region of the hinge.

Further features of the invention result from the claims, the figures and the description of the figures. The features and combinations of features mentioned above in the description and the features and combinations of features mentioned below in the description of the figures and/or shown alone in the figures can be used not only in the combination specified in each case, but also in other combinations or on their own.

The invention will now be explained in more detail using preferred exemplary embodiments and with reference to the drawings. Show it:

Fig. 1 is a fragmentary and schematic sectional view of a

Door drive device for a vehicle door of a motor vehicle according to a first embodiment,

Fig. 2 is a schematic plan view of the door drive of

Door drive device according to FIG. 1, in which one gear element is designed as a threaded spindle and the other gear element is designed as an angle drive element to form an angle gear,

3 shows a schematic sectional view through a door drive device in a second embodiment modified from the embodiment according to FIG. 1,

4 shows a schematic illustration of a door drive for use in the present door drive devices, a clutch being shown according to a first embodiment;

5a, 5b a schematic side view and a schematic sectional view through an alternatively designed clutch for the door drive of the door drive device according to the invention, 6 shows a schematic top view and respective schematics

Sectional views through a clutch for a door drive of the door drive device according to the invention according to a further embodiment,

7a, 7b respective schematic and partial sectional views of a door drive device according to a further embodiment,

8a, 8b show respective schematic sectional views through a door drive device for a vehicle door according to a further, alternative embodiment, and

Fig. 9 is a plan view of a motor vehicle with an inventive

door drive device.

In Fig. 1, a vehicle door 1 of a passenger car is shown in a fragmentary and schematic sectional view along a sectional plane running in the vehicle transverse direction or in the vehicle longitudinal direction, which is attached to a door pillar 3 of the motor vehicle body via a respective hinge 2.

Of the vehicle door 1 , essentially a door inner part or door support 4 can be seen, which is planked on the outside by an outer door paneling 5 . In the area of a front end face, a door-side hinge element 6 is fastened to the carrier 4 , which together with the body-side hinge element 7 fastened on the outside of the door pillar 3 forms the hinge 2 . The two hinge elements 6, 7 can be pivoted relative to one another about a hinge axis s. The hinge axis s is therefore also the pivot axis of the vehicle door 1. Usually, two hinges 2 are used for mounting the vehicle door 1, which are arranged one above the other and coaxially in the vertical direction of the vehicle. However, a solution with only one or more hinges 2 would also be conceivable. In the area of one of these hinges 3, preferably in particular in the area of the lower hinge 2, a door drive device which is explained in more detail below is provided. In the present case, the door pillar 3 is formed from respective sheet metal shell elements 8 , 9 which are connected to one another in the region of a flange connection 10 . In the area of this flange connection 10, for example, the motor vehicle body is also sealed off from the respective vehicle door 1 using a respective seal 11.

In the present case, a door drive 12 can be seen from a door drive device for automatically opening and closing the vehicle door 1 , which comprises a motor 13 or a similar drive arranged inside the cavity of the door pillar 3 . By means of this motor 13, a first transmission element 14 is driven or can be driven so as to be rotatable about an axis of rotation d. In the present case, this first transmission element 14 is a threaded spindle shown in a schematic view in FIG. This threaded spindle 14 is--as can be seen by looking at FIGS. To form the bevel gear 16 provided here, an axis of rotation w of the bevel drive element 15 is arranged at an angle of at least essentially 90 degrees to the axis of rotation d of the threaded spindle 1 .

The angle drive element 15 is in the present case - as shown in Fig. 2 - annular or - as shown in Fig. 1 - annular sector-shaped or circular sector-shaped. On its outer circumference, the angular drive element 15 is provided with teeth 17 which engage with the external thread of the threaded spindle 14 . Turning the threaded spindle 14 by means of the motor 13 about the axis of rotation d consequently causes - with a corresponding transmission ratio - a rotation of the angle drive element 15 about its axis of rotation w, this axis of rotation w being coaxial with the pivot axis s of the hinge 2 . Furthermore, it should be noted that the angle drive element 16 is non-rotatably connected to the door-side hinge element 6 or is fastened to it. The threaded spindle 14 fixedly mounted on the door pillar 3 or its rotation by means of the motor 13 about its axis of rotation d thus results in a rotation of the angle drive element 15 about its axis of rotation w or the pivot axis s of the hinge 2, and consequently also a corresponding pivoting movement of the fixed with the door-side hinge element 6 connected to the angle drive element 15 relative to the hinge element 7 fixed to the body or to the door pillar 3 and the motor vehicle body. Thus, by the door operator - depending on the direction of rotation of the threaded spindle 14 - a Opening pivoting movement or closing pivoting movement of the vehicle door 1 achieved relative to the motor vehicle body.

In the present case, the threaded spindle 14 is guided, for example, through an opening within the corresponding sheet metal shell 8 of the door pillar 3 . As an alternative to this, the motor 13 can also be arranged outside the door pillar 3 at the position 18 shown in dot-dash lines. In this case, the motor or the door drive can be covered by an interior lining, for example. Likewise, it would also be conceivable to arrange the door drive and in particular the motor 13 inside the side sill or the side sill panel below the corresponding hinge 2 . In a further, alternative embodiment, it is also conceivable to arrange the motor 13 inside the side door 1, for example between the door support 4 and the outer panel 5, and to guide it through the end face of the side door 1 in the direction of the hinge 2, for example. The threaded spindle 14 can then interact with an angle drive 15 which is connected in a torque-proof manner to the hinge element 7 on the body side.

However, it is essential for the present door drive device that the threaded spindle 14 is arranged with its axis of rotation d at a corresponding angle, in particular of about 90 degrees, to the axis w of the angle drive element 15 or to the hinge axis s. If necessary, a cardan joint can also be used here, in particular when the bevel gear or its gear elements 14 and 15 cannot be arranged at an angle of 90 degrees to one another.

It should also be noted that this bevel gear or the bevel drive and also the motor 13 are self-locking, so that stopping the motor 13 immediately stops the opening or closing movement of the vehicle door 1 .

Overall, it can thus be seen that in the present case the angle drive element 15 which is fixed to the door or to the hinge element 16 on the door side is driven by the angle drive which is fixed on the bodywork side or its motor 13 . The rotational movement of the angle drive element 15 corresponds to the pivoting movement of the vehicle door 1 and can be, for example, about 45 to 90 degrees. The door drive can act on both an upper and a lower hinge 2. Likewise, it is also conceivable that the drive acts on several hinges 2, with two door drives being used, for example, which run synchronously. Therewith a drive would be created that acts on both hinges 2. It would be conceivable to connect the two hinges 2 by a rotary shaft, with the drive acting on the rotary shaft and its torque being transmitted to both hinges. A hollow shaft and possibly a support are required for this. The advantage of such a configuration would be a reduced vibration behavior of the door and this would brake faster and more harmoniously.

FIG. 3 shows a door drive device which is constructed essentially identically to that according to FIG. 1. Therefore, only the differences will be discussed below and otherwise the same reference numbers will be used for the same components.

It can be seen in particular from FIG. 3 that in the present case respective stops, a door-side stop 19 and a body-side stop 20, are provided, by means of which a maximum opening angle of the vehicle door 1 is limited.

The two stops 19, 20, which are firmly connected to the angle drive element 15, for example, and which are supported on the respective door-side hinge element 6 during their drive-related rotation about the axis of rotation w, s, cause the vehicle door 1 to open, for example, up to a maximum angle of 90 degrees can be opened. When this opening angle is reached, the two stops 19, 20 come into contact with the corresponding hinge element 6, for example, and thus limit the opening pivoting range. However, the stops 19, 20 should only serve to prevent damage to the side wall, for example, as a result of excessive door opening, in the shell of the motor vehicle body when the doors are open. For this reason, an air gap is provided between the components 20 and 6 in FIG. After the body shell, however, the stops should preferably no longer be used, for example to avoid paint chipping off the stops. Rather, a door brake with the associated catch strap should then in particular limit the maximum opening pivoting range of the door.

The stops 19, 20 described are conceivable, for example, as an adapter solution, for example with a subsequent integration of the drive.

4 shows a schematic perspective view of the door drive device with the threaded spindle 14 and the angle drive element 15, which is symbolically connected to the door-side hinge element 6 via a shaft 21 connected non-rotatably to the angle drive element. A coupling 22 with respective coupling parts 23, 24 is shown between the angle drive element 15 and the door-side hinge element 6, which can engage or disengage with one another in a manner described in more detail below. In the present example, the coupling 22 is arranged between the angle drive element 15 and the hinge element 6 on the door side.

If necessary, the clutch 22 can also be arranged at a different point within the drive train formed by the door drive for driving the vehicle door 1 . In this drive train, the clutch 22 must always be arranged after the angle drive element 15 .

The angle drive element 15 only needs to rotate by about 90° and therefore does not come into contact with the rotating door 1 . The position of the angle drive is determined by the hinge axis w, s. The drive can act on the upper as well as on the lower door hinge 2. It is also conceivable that the drive acts on both door hinges 2 .

The clutch 22 indicated symbolically in FIG. 4 is to be explained here by way of example first as an electrically switchable clutch. In this case, the two coupling elements 23, 24 can be connected and released with one another via corresponding magnetic forces, so that either a preferably defined moment can be transmitted or not.

The coupling 22 shown is necessary, for example, to be able to open and close the door 1 in the event of a defect in the drive and to also be able to operate the door 1 manually in the event of a power failure or empty battery, because the door drive is self-locking. The present clutch 22 should be open when the door 1 is closed. After an opening command is given (by remote control; button; outside or inside door handle), the door lock is opened and door 1 opens a few degrees with the lock and door seal. At the same time, clutch 1 closes and drives the door. In the event of a power failure in the vehicle, the clutch 22 is open. Even when the lock is engaged, the clutch 22 is then open.

The clutch 22 should have the following properties:

It should be able to transmit a moment to move door 1 in the open and closed direction (including inclined positions). It should be able to be overridden (if there is a risk of pinching (preferably when closing the door) or if you come into contact with an obstacle).

It should also have a defined holding force when de-energized so that the clutch can be overridden, for example to open the door manually.

It should be voltage-free when the door lock is closed or when the door is open for more than a few seconds. It should be matched to wind forces, trapping forces, hitting obstacles, etc., by means of the torque that can be transmitted.

In FIGS. 5a and 5b, the design of an alternative clutch 22 to that according to FIG. 4 is indicated by way of example in an axial sectional view or a radial sectional view, which clutch can be actuated mechanically rather than electrically. The clutch 22 can be used as an alternative or in addition to the described electrically actuable clutch 22 according to FIG.

Here, in the axial direction of the shaft 21, the two coupling parts 23, 24 in the area of a form-fitting connection 25 engage with one another. The form-fitting connection 25 is formed by a wedge element 26 with a trapezoidal cross-section and corresponding drafts 27 (Fig. 5a), which protrudes from an end face of the coupling part 23 in the direction of the coupling part 24, and which engages in a recess element 28 with corresponding drafts 29, which engages in the end face of the coupling part 24 facing the coupling part 23 .

The wedge element 26 has a uniform trapezoidal cross section over its entire extent. This is also made clear by the continuous lines 27.1 of the edges of the bevels 27 towards the end face of the coupling part 23, from which the wedge element 26 extends to a lower, web-like contact surface K 27.2. The indentation element 28, on the other hand, has lines 29.1 on the end face of the coupling part 24, from which the indentation element 28 extends into the coupling part 24 with the draft 29 up to an approximately X-shaped base surface 29.2, which is formed by the fact that the drafts 29 run at an angle a of about 5-40° to a center line a. If the clutch 22 is engaged, the contact surface 27.2 and the base 29.2 are in contact with each other.

The overall approximately X-shaped recess element 28 causes the respective drafts 27 on the side of the wedge element 26 of the coupling part 23 and the respective drafts 29 of the recess element 28 of the coupling part 24 from a come into contact with one another in the center position defined by the center line a when the coupling elements 23, 24 are rotated in one direction or the other in a mutual relative movement by the 5-40° explained above. This means nothing else, that the coupling elements 23, 24, starting from the central position according to the center line a, can only be rotated in one direction or the other relative to one another before a form fit/engagement takes place and a torque transmission of the clutch 22 takes place. This play will be referred to below as the free movement of the clutch 22 .

The engagement or the form-fitting connection between the coupling elements 23, 24 and their form-fitting elements - the wedge element 26 and the recess element 28 - is brought about by a spring element 30 symbolically indicated by arrows, which is supported, for example, on a disc element 31 arranged fixedly on the shaft 21 . The spring force causes the contact area 27.2 and the base area 29.2 to be in contact with one another. A desired coefficient of friction between the clutch elements 23 and 24 is achieved by means of a suitable coating.

Also the respective drafts 27 on the side of the wedge element 26 of the coupling part

23 and the respective drafts 29 of the recess element 28 of the coupling part

24 are provided with respective coatings, so that a desired coefficient of friction can also be set here. This is preferably smaller than the coefficient of friction between the contact surface 27.2 and the base surface 29.2, but this is compensated for by the increased force of the compression spring 30, which gradually increases progressively or linearly when the draft angles interact before the clutch disengages.

When a transmissible torque is exceeded, the wedge element 26 and the recess element 28 disengage in the area of their respective drafts 27, 29, with one coupling element 23 moving away from the other coupling element 24 in the axial direction of the shaft 21 against the spring force of the spring element 30 and thus Wedge member 26 and the recess member 28 disengaged. Thus, the two coupling elements 23, 24 slip. The contact surface 27.2 comes into contact with a plateau 29.3 of the clutch element 24. The plateau 29.3 is also provided with a coating, so that there is also a corresponding coefficient of friction between the contact surface 27.1 and the plateau 29.3 when the clutch 22 is disengaged. After the two coupling elements 23, 24 or the recess element 28 and the wedge element 26, the Having left drafts 29 or 27, the highest spring force of the spring element 30 is also present. The highest torque that can be transmitted is therefore also present when leaving the form-fitting connection 25 . These measures ensure that, for example, in the event of a power failure or a defect in the door drive, the vehicle door 1 can be opened and closed manually. In addition, it is ensured that a basic position is always found when the two coupling elements 23, 24 come into engagement with one another again.

Consequently, in the present case, the torque is transmitted in a non-positive manner between the coupling elements 23 and 24. The coupling element 24 can therefore lift off the coupling element 23 and then the two draft bevels 27, 29 can come into contact again. The contacting of the drafts 27 and 29 can be controlled by suitable coatings and thus by adjusting the coefficients of friction. As is well known, friction can be influenced by coating, inclination/increasing the spring force and roughness. In any case, the coupling elements 23, 24 - due to the springs 30 - have a higher contact pressure and can transmit a higher torque, especially since the frictional force is independent of the area and the increase in the transmittable torque can therefore be adjusted by different angles on the part 29 (flatter, steeper or curve). In addition, coordination with the springs is also possible, since the springs are preferably progressively wound.

An arrangement of such a clutch 22 can also be accomplished in other ways. A pot with a round element would be conceivable here, and in the pot a freewheel in the manner of a radial clutch.

An alternative design of this coupling 22 is also shown in FIG. 6 in a plan view and in two alternative sectional views. Again, for example, two coupling elements 23, 24 are provided analogously to the embodiment according to FIGS. 5a and 5b, which can be displaced relative to one another in the axial direction along a shaft 21, not shown here. In particular, one coupling element 23 can be displaced axially of the corresponding shaft 21 relative to the other coupling element 24, specifically against the spring force of a spring element (not shown). Here, too, respective wedge elements 26 are provided, for example in the form of respective cylinders, cones or similar notches, which engage in corresponding depression elements 28 . In the lower embodiment, respective balls 26 are provided, which in corresponding Recesses 28 engage. If a certain torque to be transmitted is exceeded, the present clutch also acts as a slipping clutch in which the two clutch elements 23, 24 can be twisted relative to one another, so that a torque introduced by the door drive can no longer be transmitted. As soon as the ball 26 is pressed into its guide/recess 28 against a spring and is supported on the opposite side, force on the ball 26 and thus the clutch force increases. This can also be controlled by tracks that end conically.

In the case of a vehicle door blocked by means of the door drive, the door can thus be opened manually, for example in order to implement an emergency exit or the like. In other words, the two coupling elements 23, 24 move synchronously under the action of the spring preload, for example even when a corresponding opening torque or closing torque is to be transmitted to the vehicle door 1 by the corresponding motor 13 within the door drive. If, for example, an external intervention such as manual detention, acceleration or the like causes the motor 13 and the output to no longer run synchronously, the two clutch elements 23, 24 are disengaged and the vehicle door can be actuated manually, for example. If, for example, a door is moved more quickly by manual intervention, this can also be transmitted by the clutch 22 . This means that the door drive is relieved. If this is recognized, the motor 13 can, for example, rotate at an accelerated rate. However, this only ever applies in one direction. As a result, it can be closed faster when closing and opened faster when driving up.

In general, it should be noted that such a clutch 22 is required for a self-locking door drive or door gear, for example to be able to open and close the vehicle door 1 in the event of a defective drive, or to be able to operate the vehicle door 1 in the event of a power failure or the like . The clutch 22 should be designed in such a way that it can transmit the torques necessary to be able to move the vehicle door 1 even in inclined positions. In this case, the clutch 22 should be able to be pushed over, for example to counteract the risk of being trapped or to yield accordingly in the event of contact with an obstacle. The clutch 22 should also have a defined holding force when there is no voltage, for example when the door lock is closed and the vehicle door 1 is open for longer than a certain period of time. The functioning of the clutch 22 according to FIG. 4 is provided in such a way that the clutch 22 is open when the vehicle door 1 is closed. This means that it can be opened with manual force. After an opening command has been given, for example by remote control, button, outside or inside door handle, the door lock is opened and the vehicle door 1 opens by a few angular degrees, for example due to initialization by means of the door lock or a door seal. The necessary clearance between the coupling parts 23, 24 for this results from the previously described shape of the interacting form-fitting elements of the coupling 22, namely the X-shaped recess element 28 of the coupling part 24 and the wedge element 26 of the coupling part 23, as well as the respective bevels 27, 29, which come into contact with one another when the coupling elements 23, 24 are rotated in one direction or the other in a mutual relative movement by the above-mentioned 10-20°. The door 1 can thus be opened, for example, by the sealing forces, with the necessary clearance for opening the door being provided by the coupling elements 23, 24, without the coupling 22 having to be actuated.

In the further course of the opening movement, the door 1 is then driven again by means of the door drive 12 . For example, after closing the door, the coupling 22 or the coupling elements 23, 24 can be brought into a position such that after the door has been opened due to the sealing forces, the drafts 27 and 29 of the coupling elements 23, 24 are in direct contact with one another, so that the door opening after closing the clutch 22 can begin immediately. In addition, it is also possible that when the door is closed, the door drive is stopped prematurely if the closing parts of the closing aid of the door lock come into engagement with one another. The final path of the closing movement can then take place when the clutch 22 is already stationary, in that the clearance between the clutch elements 23, 24 is used. If the door 1 is then opened again, the coupling 22 is automatically in the correct position so that forces can be transmitted again immediately via the drafts 27 and 29 of the coupling elements 23, 24.

The clutch 22 is set by the supplier, for example, to a defined torque and can transmit a defined torque. This can be achieved, for example, by a spring arranged in a hole, which can be adjusted by screwing in a screw. The door drive, on the other hand, delivers a higher torque. Since the opening and closing of the door (up to the transfer to the electric closing lock/servo lock) is relatively short, the clutch 22 moves as in FIGS Pictures 5a and b and Fig. 6 shown and snaps out. The torque provided by the door drive is higher than that for normal door movement and thus the power consumption. Therefore, a wide spectrum is available in which the door drive can work. An increase in the force of the door drive when the door 1 is blocked can therefore be recognized and a reversal can be initiated, for example. A synchronization of the door drive and the clutch 22 takes place automatically when the door is closed. The door drive brings the door 1 into its pre-closed position and the closing lock/servo lock moves the door 1 into the end position. Thus, in particular, the cinching lock/power lock overcomes the sealing forces and not the door operator. A defect in the door drive always allows the door to be opened and closed.

The clutch 22 should be able to transmit the following torques if there is a purely mechanical solution:

The input and output sides are prestressed by the spring 30. A defined force can thus be transmitted. Tolerances can be set by the supplier (spring preload).

If there is a risk of being trapped or if there is a power failure, door 1 can be moved with increased resistance.

In the clutch 22 described, the contact pressure is therefore defined by the design of the springs 30 in such a way that the door 1 can always be opened or closed under all circumstances (uphill/downhill or when parking at an incline, for example with two wheels on a raised sidewalk), but its position maintains. The torque or the power of the drive is always higher than the clutch 22 can transmit in its initial position. There is therefore in principle the possibility that the coupling parts 23, 24 can rotate in relation to one another. As the drive continues to move, the coupling parts 23, 24 are pushed apart and the springs 30 are thus also compressed, so that the coupling 22 can transmit a larger moment. A higher moment can also be achieved by changing the coefficients of friction between the lower contact surface 27.2 and the draft 27. The tuning of the drive is defined in such a way that the transmittable force/torque (via the incline 27) increases until it has reached the upper plateau 29.3 and remains constant. The coefficient of friction can be at the upper plateau 29.3. change. The system is designed in such a way that it can disengage electrically and the torque that can be transmitted is higher.

This design also ensures that the drive supports the servo lock when door 1 is closed, and parts 23 and 24 when the door is opened move towards one another until they rest against the bevel 27, whereby when reversing (intervention in the event of danger, the actuating force is lower until it comes to a stop again in the other direction of rotation), this increase in torque, which is also an increase in power, can be detected and the drive as well reversed (completely or by a certain angle of door 1.

The threaded spindle 14 should perform as little angular movement as possible in order to achieve a linear movement of the door 1. Alternatively, of course, a different angular velocity of the door 1 can also be represented, for example slowly at the beginning when opening, then faster, or vice versa. It is also conceivable to perform a slow opening movement at the beginning, then a faster movement of the door 1 and then again a slower movement for complete opening. A conceivable variant would also be to first move the door 1 quickly until it has reached a certain opening dimension, and then move it slowly.

The door 1 can also be equipped with a tether known per se or a door brake. In a simple embodiment of the vehicle, the tether can assume the previously known functions. If a door drive is also used, the safety strap or the door brake can be used to provide the end stops. In addition, by designing suitable gradients in the tether or the door brake, the opening and closing movement of the door can be influenced in order to relieve or support the door drive. In addition, the door opening angle can be determined by the door brake. (Self-propelled effect should not go further). There could also be a slight impact from the safety strap or the door brake when the door is opened as permitted by law. This door brake could also prevent door 1 from being pushed over during assembly. The stops on the hinge can then be simpler and less stable.

An alternative door drive device is shown in FIGS. 7a and 7b in a respective partial and schematic sectional view analogous to FIGS. 1 and 3, with only the differences from the previously described embodiments being discussed below. Accordingly, the same components are provided with the same reference symbols in the present case.

First of all, it should be noted that in this embodiment, too, the hinge 2, the respective hinge elements, the door-side hinge element 6 and the body-side hinge element 7 comprises, which are pivotable about a corresponding hinge axis s. Turning test with the door-side hinge element 6, the angle drive element 15 is again arranged, as has already been described in connection with the previous embodiments.

In contrast to the previous embodiments, however, an angular or L-shaped angle drive element 32 is provided as the body-side first gear element, which can be displaced about a pivot axis a, which is in the vertical direction of the vehicle and parallel to the axis of rotation w of the angle drive element 15 or to the pivot axis s of the vehicle door 1, which is coaxial to the axis of rotation w, runs. The angle drive element 32 comprises an arcuate angle drive element 33, the radius of which is matched to the distance between the pivot axis a and the outer circumference of the angle drive element 15 in such a way that the angle drive element 33, when the angle drive element 32 pivots, has teeth 34 on the outer circumference with the teeth 17 of the angle drive element 15 is engaged. At the opposite end of the lever 35, the angle drive element 32 can be displaced by means of a motor, not shown, along a curved path k about the pivot axis a. A displacement of the lever end 35 of the angle drive element 32 thus leads to a rotary movement of the angle drive element 33 with the toothing 34, which engages with the toothing 17 of the door-fixed angle drive element 15 symbolically represented by a respective arrow 53 in FIGS. 7a and 7b. The result also shows that this also creates an angle drive or angle gear, by means of which an opening or closing pivoting movement of the vehicle door 1 can be achieved.

A door drive device according to an alternative embodiment is shown in FIGS. 8a and 8b in a respective axial or radial sectional view. A first transmission element in the form of a threaded spindle 36 is provided which is driven by a motor (not shown) and can be rotated about an axis of rotation d. This rotatable threaded spindle 36 is in engagement with a second gear element, also rotatable about the axis of rotation d, in the form of a slider nut 37, which moves about the axial direction of the threaded spindle 36 depending on the direction of rotation and rotation of the threaded spindle. As can be seen in particular from FIG. 8b, this slider nut 37 has two guide elements 38 which are arranged diametrically to its slider nut 37 and pass through a third gear element 39 in the form of a sleeve or a piece of pipe in the area of a respective link guide 40. In other words, the sleeve 39 has at 180 degrees opposite its circumference a respective, at least essentially S-shaped respective link guide 40, which can be seen in FIG 180 degrees from the slider nut 37. A rotation of the threaded spindle 36 and an associated movement of the slider nut 37 in the axial direction of the threaded spindle 36 leads to a corresponding rotation of the sleeve 39 in that the guide elements 38 connected to the slider nut 37 move along the respective link guide 40 . For this purpose, the sleeve 39 is fixedly connected to one of the hinge elements 6, 7, in the present case fixedly to the door-side hinge element 6 of the hinge 2. Bearings 41 indicated accordingly, which symbolize the attachment of the sleeve 39 to the door-side hinge element 6, are thus makes it clear that an axial displacement of the sleeve 39 relative to the threaded spindle 36 is impossible. Bearing 42, on the other hand, symbolizes that the sleeve 39 can rotate together with the respective hinge element, in the present case the door-side hinge element 6.

Overall, looking at FIGS. 8a and 8b together, it can be seen that a rotary movement of the threaded spindle 36 leads to a corresponding axial movement of the slide nut 37 along the threaded spindle 36, which in turn causes the guide elements 38 to engage in the S-shaped respective link guides 40 that the sleeve 39 together with the door-side hinge element 6 and thus also the vehicle door 1 is rotated about the axis of rotation d of the threaded spindle. The axis of rotation d of the threaded spindle corresponds to the axis of rotation or hinge axis s of the vehicle door 1. A holder 43 of the threaded spindle 36 or its drive is fixed on the body side.

It is clear that this operating principle can also be reversed, so that the sleeve 39 is fixed on the side of the body-side hinge element 7, the door drive with the threaded spindle 36 being arranged on the side of the vehicle door or the door-side hinge element 6. A possible opening and closing movement of the vehicle door 1 can also be realized in this way. Also in the present case, in turn, with a self-locking drive or a corresponding Slope of the guide contour a clutch can be used. A spring-loaded play can also be present in the mounting of the sleeve 39, which, when the spring force is exceeded, enables the door 1 to be accelerated or decelerated by actuating a sensor.

Finally, FIG. 9 shows a plan view of a motor vehicle with four vehicle doors 1, namely two front and two rear side doors, on which at least one, but preferably all four doors 1, is equipped with one of the door drive devices described above. A respective sensor is preferably accommodated here, for example in the side area of the vehicle, for example inside the side sill, by means of which the area below the respective door 1 can be detected. It would also be advantageous if the sensor or sensors were pushed outwards when the door 1 is opened, so that a larger area, for example more than a hemisphere, could be detected, preferably on the front door and on the rear door. Together with the sensor integrated in an exterior mirror 44, the rear area and, with door 1 open, the field between door 1 and side sills could be detected, or obstacles such as curbs or the like could be detected below door 1 when opening and/or closing. Of course, such sensors can also be designed to be displaceable outwards in the area of the rear of the vehicle, for example, so that the outwardly offset sensor can partially replace the rearward-facing sensor in the exterior mirror 44 when the door 1 is closed.

When the respective door 1 is opened and closed automatically, a corresponding signal can be emitted, for example by continuously pressing a transmitter 52, which initiates the door movement. The door drive device is preferably operated, i.e. in particular the opening but also the closing of the door 1, by means of a sensor device 46 connected to a schematically indicated control device 45 of the door drive device, by means of which a position of an operator 47 relative to the motor vehicle is recorded and the position of an operator 47 is recorded by means of the door drive device vehicle door 1 that can be opened is opened as a function of the detected position of the operator 47 . In the present case, provision is made for the respective door 1 or the doors to be opened only on that side of the vehicle on which the operator or the control element is located. In particular, as a result, the doors 1 on the side facing away from the operator 47 should not be opened in the event of an automatic signal, for example by means of the transmitter 52 take place if the operator 47 cannot see the corresponding side of the vehicle.

In addition, the motor vehicle shown in Fig. 9 has an actuating element 51, for example in the form of a button or the like, in the area of a respective door pillar, for example the B-pillar 49 here, for the driver's seat 50, which is located in a lateral rear outer area of the Seat 50 for the corresponding door 1 is arranged. In order for the operator to be able to automatically open the door 1 further, it must turn outwards with a cyclist's view to the side, which in turn ensures that the operator, in this case the driver, checks the corresponding environment around the side door 1 before an opening process continues. This also applies to the rear door. The actuating element 51 can only be reached when the door is open.

The door 1 is opened from the interior, for example, by actuating the inside door handle, after which the door lock opens and the door 1 moves outwards, for example as a result of the forces of the elastic door seal. The opening angle of the door 1 without impeding traffic can be coded country-specifically. Door 1 opens automatically up to this distance. From this point, the user can decide whether he wants to open it further using the inside door handle. In this case, the door drive switches to powerless, with it being recognized, for example, inductively that the user has his hand on the inside door handle and is therefore in control. Alternatively, a switch can be integrated into the respective door pillar (e.g. in the B pillar for the driver/in the C pillar for rear passengers), which cannot be reached when the door is closed and is protected from water from the outside. A further opening process can then take place via this switch, for example.

reference number

Vehicle door hinge, door pillar, door carrier, outer door paneling, hinge element, hinge element, sheet metal shell, sheet metal shell element, fleece seal, door drive motor

Threaded spindle Angle drive element Hinge element Gearing Dotted line Stops Stops Shaft Coupling Coupling element Coupling element Positive connection Wedge element Drafts Depression element Drafts Spring element Disk element Angle drive element Angle drive element Gearing lever end

Threaded spindle sliding nut guide elements

sleeve

link guide

camp

bracket

exterior mirrors

control device

sensor device

operator

B pillar

seat

actuator

Transmitter linear drive

Claims

27

Door drive device for a vehicle door (1) of a motor vehicle, with at least one hinge (2) with a door-side hinge element and a body-side hinge element (6, 7) which are pivotably connected to one another about a hinge axis (s), and with a motor ( 13) of a door drive (12) and is rotatable about an axis of rotation (d) and meshes with a second gear element (15) which is rotatable about an axis of rotation (w), characterized in that the second gear element is an angle drive element (15) whose axis of rotation (w) (s) is arranged coaxially to the hinge axis (s) and at an angle to the axis of rotation (d) of the first gear element (14), and which is non-rotatably connected to one of the hinge elements (6, 7). is. Door drive device according to claim 1, characterized in that the first gear element is designed as a threaded spindle (14). Door drive device according to Claim 1 or 2, characterized in that a clutch (22) is integrated into the door drive. Door drive device according to one of the preceding claims, characterized in that a door-side stop (19) and a body-side stop (20) and/or a door brake are provided, by which a maximum opening angle of the vehicle door (1) is limited. Door drive device according to Claim 4, characterized in that a door drive which can be generated by the door drive (12) - the opening angle of the vehicle door (1) is smaller than the maximum opening angle of the vehicle door (1). Door drive device according to one of the preceding claims, characterized in that the angular drive element (15) is at least essentially in the form of a sector of a circle or a sector of a circular ring. Door drive device according to one of the preceding claims, characterized in that the door drive (12) comprises at least one sensor device (46) connected to a control device (45) by means of which the door drive (12) can be controlled as a function of at least one parameter. Motor vehicle with at least one door drive device for a vehicle door (1), in particular according to one of the preceding claims, with at least one actuating element (51) in the interior of the motor vehicle for opening the vehicle door (1), the actuating element (51) in a lateral rear outer area of a the vehicle door (1) adjacent seat (50) is arranged. Method for operating a door drive device for at least one vehicle door (1) of a motor vehicle, in which a sensor device (46) connected to a control device (45) of the door drive device detects a position of an operator (47) relative to the motor vehicle and uses a door drive (12 ) openable vehicle door (1) is opened depending on the detected position of the operator (47). Door drive device for a vehicle door (1) of a motor vehicle, with at least one hinge (2) with a door-side and a body-side hinge part (6, 7), which are connected to one another so as to be pivotable about a hinge axis (s), and with a motor (13 ) driven first gear element (36) which can be rotated about an axis of rotation (d) and which meshes with a second gear element (37) which can be rotated about an axis of rotation, characterized in that the second gear element (37) is provided with at least one guide element (38) along a link guide (40) of a third gear element (39) adjustable is whose axis of rotation is arranged coaxially to the hinge axis (d) and which is rotationally connected to one of the hinge elements (6, 7).