WO2024038083A1 - Agencement d'entraînement pour le réglage motorisé d'un élément fonctionnel d'un agencement de verrouillage de véhicule automobile dans le cadre d'un processus de réglage - Google Patents

Agencement d'entraînement pour le réglage motorisé d'un élément fonctionnel d'un agencement de verrouillage de véhicule automobile dans le cadre d'un processus de réglage Download PDF

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Publication number
WO2024038083A1
WO2024038083A1 PCT/EP2023/072549 EP2023072549W WO2024038083A1 WO 2024038083 A1 WO2024038083 A1 WO 2024038083A1 EP 2023072549 W EP2023072549 W EP 2023072549W WO 2024038083 A1 WO2024038083 A1 WO 2024038083A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
gear
motor vehicle
arrangement
wheel
Prior art date
Application number
PCT/EP2023/072549
Other languages
German (de)
English (en)
Inventor
Nils Biermann
Abdelali El-Hamoumi
Original Assignee
Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft
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 Schliesssysteme Gmbh & Co. Kommanditgesellschaft filed Critical Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft
Publication of WO2024038083A1 publication Critical patent/WO2024038083A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/04—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members
    • F16H1/06—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members with parallel axes
    • F16H1/08—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members with parallel axes the members having helical, herringbone, or like teeth
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B79/00—Mounting or connecting vehicle locks or parts thereof
    • E05B79/10—Connections between movable lock parts
    • E05B79/20—Connections between movable lock parts using flexible connections, e.g. Bowden cables
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
    • E05B81/04—Electrical
    • E05B81/06—Electrical using rotary motors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/20—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators for assisting final closing or for initiating opening
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/25—Actuators mounted separately from the lock and controlling the lock functions through mechanical connections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H55/00—Elements with teeth or friction surfaces for conveying motion; Worms, pulleys or sheaves for gearing mechanisms
    • F16H55/02—Toothed members; Worms
    • F16H55/08—Profiling
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • H02K7/1163—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears where at least two gears have non-parallel axes without having orbital motion
    • H02K7/1166—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears where at least two gears have non-parallel axes without having orbital motion comprising worm and worm-wheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/04—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members
    • F16H1/12—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members with non-parallel axes
    • F16H1/16—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members with non-parallel axes comprising worm and worm-wheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H55/00—Elements with teeth or friction surfaces for conveying motion; Worms, pulleys or sheaves for gearing mechanisms
    • F16H55/02—Toothed members; Worms
    • F16H55/08—Profiling
    • F16H55/084—Non-circular rigid toothed member, e.g. elliptic gear

Definitions

  • the present invention relates to a drive arrangement for the motorized adjustment of a functional element of a motor vehicle lock arrangement as part of an adjustment process according to the preamble of claim 1 as well as a motor vehicle lock arrangement according to claim 16 and a closure element arrangement according to claim 17.
  • the drive arrangement in question is used in the context of increasing the comfort of motor vehicles.
  • the function of the drive arrangement is the motorized adjustment of a functional element of a motor vehicle from a first position to at least a second position. The user no longer has to manually apply the force required to adjust the functional element.
  • the known drive arrangement (DE 102013 108718 A1) from which the invention is based shows a drive housing with a housing interior and, in the housing interior, a drive motor which acts on a reduction gear via a worm gear.
  • the reduction gear is designed as a planetary gear, to which an actuating element is connected downstream in terms of drive technology.
  • the actuating element can therefore be driven by a motor via the drive motor.
  • the actuating element is coupled to a Bowden cable to drive the drive movements.
  • the Bowden cable is coupled to the functional element in terms of drive technology.
  • the operation of the known drive arrangement is particularly reliable.
  • the design of the drive arrangement is complex due to the two gears used and the associated high number of components. Due to the high reduction ratio of the planetary gear, there is a tension between the installation space requirement and the wear of the planetary gear.
  • the invention is based on the problem of designing and developing the known drive arrangement in such a way that a high level of operational reliability is achieved with a small space requirement.
  • the fundamental consideration is to design the reduction gear with a gear stage that has a gear element with an eccentric engagement contour that interacts with a corresponding counter-engagement contour of another gear element. It has been shown that particularly low wear can be achieved with a high gear reduction at the same time using an eccentric engagement contour. In this way, the operational reliability of the drive arrangement can be improved and at the same time a small space requirement for the drive arrangement can be achieved.
  • the reduction gear has a gear stage which has two gear elements which are in torque-transmitting engagement with one another, of which at least one gear element is rotatable about a geometric axis and has an engagement contour eccentric to its geometric axis, and of which the other gear element has one has corresponding counter-engagement contour.
  • the gear stage is designed as a cycloid gear stage and/or has an eccentric-cycloid gearing. Both variants result in a particularly simple structure of the gear stage.
  • the gear stage can then consist of only two components, whereby the number of components of the drive arrangement can be reduced overall.
  • Claim 3 relates to preferred embodiments of the gear stage.
  • the gear stage can transmit a rotary movement into a rotary movement and/or into a linear movement. It is particularly preferred if the gear stage has a drive gear and a driven gear, which mesh with one another by means of spur gear teeth.
  • the drive element and / or the output element are made of a plastic, whereby the drive element and / or the output element can be manufactured particularly cost-effectively.
  • the actuating element is firmly coupled to the output element along its adjustment direction, in which the adjustment movement of the actuating element takes place, whereby a simple coupling between the driven wheel and the actuating element is realized.
  • the output element and the adjusting element can also be designed in one piece with one another.
  • the reduction gear is preceded by a worm gear in terms of drive technology, whereby the drive movement of the motor can be redirected.
  • a particularly space-saving design of the drive arrangement is then possible.
  • the drive element and the output element according to claim 8 each have herringbone teeth that mesh with one another.
  • the output element and / or the drive element is each formed from two sub-elements, which together form a herringbone toothing.
  • the sub-elements can be connected to each other to create a herringbone gear.
  • the sub-elements can also be used for helical gearing.
  • the output element is designed as an output wheel and / or the drive element is designed as a drive wheel.
  • An optional drive housing of the drive arrangement is designed to compensate for expansions of the drive wheel and/or the driven wheel in order to prevent the reduction gear from jamming.
  • Claim 11 defines advantageous reductions of the gear stage.
  • Claims 12 and 13 relate to a preferred mechanical coupling of the actuating element with a Bowden cable, via which the actuating element can be coupled to the functional element, whereby a particularly simple and reliable coupling is achieved.
  • the motor vehicle lock arrangement has a lock latch as a functional element.
  • the elimination of drive movements can cause the lock latch to be closed into a closed position or the lock latch to be opened into a push-on position.
  • the motor vehicle lock arrangement has a pressing arrangement for exerting a driving force on a closure element coupled to a motor vehicle body in its opening direction, whereby the drive arrangement is designed as an auxiliary pressing drive for the closure element.
  • a motor vehicle lock arrangement with a motor vehicle lock a proposed drive arrangement and optionally a push-on arrangement is claimed, the drive arrangement being coupled in terms of drive technology to the motor vehicle lock and/or the push-on arrangement.
  • a closure element arrangement with a closure element to which a proposed motor vehicle lock arrangement is assigned is claimed, the closure element being pivotally arranged on a motor vehicle body.
  • FIG. 1 shows a motor vehicle door with a proposed drive arrangement, which is connected to a motor vehicle lock in terms of drive technology
  • FIG. 2 shows the drive arrangement from FIG. 1, which is coupled in terms of drive technology to the motor vehicle lock from FIG. 1 via a Bowden cable,
  • FIG. 3 shows a gear stage of a reduction gear of the drive arrangement from FIG. 1 with an eccentric-cycloid toothing in a perspective view a) from above and b) from below,
  • FIG. 4 shows the gear stage from FIG. 3 with an upstream worm gear in a perspective view a) from below and b) from above,
  • FIG. 5 shows a top view of the eccentric-cycloid toothing of the gear stage from FIG. 3 a) in a cross section transverse to the axis of rotation of the wheels of the gear stage and b) in a frontal view with the contact lines of the curvilinearly toothed screw profiles
  • Fig. 6 shows a time sequence of the engagement between the eccentric-cycloid gearing of the gear stage from Fig. 3 and
  • Fig. 7 shows a motor vehicle door with a proposed drive arrangement, which is connected in terms of drive technology to a push-on arrangement.
  • the proposed drive arrangement 1 is used for the motorized adjustment of a functional element 2 of a motor vehicle lock arrangement 3 as part of an adjustment process.
  • the motor vehicle lock arrangement 3 can be assigned to any locking element 4 of a motor vehicle.
  • One like this Functional element 2 can, for example, be a lock component of a motor vehicle lock 5 of the motor vehicle lock arrangement 3, for example a lock latch, a pawl, a clutch lever or the like.
  • the motor vehicle lock arrangement 3 is assigned to a motor vehicle door.
  • the motor vehicle lock arrangement 3 can also be assigned to a trunk lid, a tailgate, a front hood or the like. All statements relating to a motor vehicle door apply accordingly to all other types of closure elements 4.
  • the motor vehicle lock 5 of the motor vehicle lock arrangement 3 is arranged on the motor vehicle door, while a locking part which interacts with the motor vehicle lock 5 is arranged on the motor vehicle body. This can also be the other way around.
  • motor vehicle lock arrangement is to be interpreted broadly in the present case and includes any components that are involved in the opening and/or closing process of the closure element 4 and/or in the unlocking and/or locking of the motor vehicle lock 5.
  • the drive arrangement 1 here and preferably has a drive housing 6 with a housing interior 7 and in the housing interior 7 in particular a drive motor 8 and / or an actuator 9 connected downstream of the drive motor 8 and pivotable about an actuator axis 9a, as shown in Fig. 2.
  • This basic structure can be seen from a synopsis of FIGS. 1 and 2.
  • the actuating element 9 can be coupled to the functional element 2 in terms of drive technology for discharging the drive movements.
  • a reduction gear 10 is provided between the drive motor 8 and the actuating element 9 in order to be able to adjust the actuating element 9 with particularly low forces.
  • the reduction gear 10 is shown in detail in FIGS. 3 and 4.
  • the closure element 4 can be moved by motor from a first functional position to a second functional position. It is now essential that the reduction gear 10 has a gear stage 11 which has two gear elements 12, 13 which are in torque-transmitting engagement with one another, of which at least one gear element 12 is rotatable about a geometric axis 12a and has an engagement contour K1 that is eccentric to its geometric axis and of which the other gear element 13 has a corresponding counter-engagement contour K2.
  • the gear stage 11 is designed as a cycloid gear stage and/or the gear stage 11 and/or the respective gear element 12, 13 has an eccentric-cycloid gearing 14.
  • cycloidal gear stage is understood to mean that the gear stage 11 is formed by a cycloidal gear and consequently has at least one eccentrically rotating component, which here forms the eccentric engagement contour K1. Cycloid gear stages allow high reductions and are particularly low-wear. Loads in gear stage 11 are distributed evenly, which means that particularly cost-effective materials can be used.
  • An “eccentric cycloid toothing” is a special toothing of tooth profiles with curved teeth.
  • the eccentric-cycloid toothing 14 allows the conversion of a rotary movement of a drive into a rotary movement or a linear forward and/or backward movement of an output, whereby the tooth meshing of the tooth profiles is utilized.
  • Fig. 6 the sequence of movements is shown when transferring a rotary movement of the drive into a rotary movement of the output.
  • the driving force is transmitted from the drive of the gear stage 11 exclusively via rolling friction to the output of the gear stage 11, so that no sliding friction occurs, which means that higher efficiency and less wear on the gear stage 11 can be achieved.
  • eccentric cycloid gears 14 With eccentric cycloid gears 14, particularly high reduction ratios can be achieved in a single gear stage 11, whereby the number of gear stages 11 can be reduced overall.
  • Eccentric cycloid toothings 14 have particularly high tooth base load-bearing forces, which means that particularly high forces can be transmitted or a particularly space-saving structure Gear stage 11 can be realized.
  • the use of planetary gears can be dispensed with, as a result of which the number of components of the drive arrangement 1 can be reduced overall.
  • one gear element 12 of the gear stage 11 is a drive element 15 and the other gear element 13 of the gear stage 11 is an output element 16, that the drive element 15 is a drive wheel 17 rotatable about a drive wheel axis 17a and the output element 16 is a drive wheel 17 an output gear axle 18a is formed as a rotatable output gear 18, which are coupled to one another in terms of drive technology by means of spur gear teeth.
  • a corresponding spur gear toothing is particularly easy to produce, whereby a particularly cost-effective gear stage 11 is realized.
  • the function of the eccentric cycloid gearing 14 is described below using spur gearing, as shown in the figures, but is not limited to spur gearing. In this context, reference is made to the document “V.V. Stanowskoy et al: High-ratio and overload-capable transmission, Antriebstechnik 11 (2009), p. 7883”, the content of which is made the subject of the present application.
  • the tooth profile of the drive wheel 17 represents a circle D with the radius r in cross section.
  • the drive wheel 17 is rotatably mounted about the drive wheel axis 17a, the drive wheel axis 17a being displaced eccentrically from the center M of the circle D by the distance E is.
  • the drive wheel 17 thus has a single tooth in cross section in the form of an eccentric circle D.
  • the drive wheel 17 has a screw eccentricity, which is formed by the circles D, D1, D2, D3 and D4, which are arranged angularly offset from one another, as shown in FIG. 5b). If the drive wheel 17 has a single tooth, as shown here, the angle of rotation of the circles D, D4 on the opposite end faces of the screw eccentric 1 must be greater than 180 ° for a continuous transfer of the rotation from the drive wheel 17 to the driven wheel 18 be,
  • the tooth profile of the driven gear 18 corresponds in cross section to the eccentrically displaced circles D, D1, D2, D3 and D4 of the drive gear 17.
  • the profile G In each section of the driven gear 18, the profile G must correspond to the cross section of the drive gear 17 correspond and the result is represented as a cycloid curve.
  • the dashed lines represent the profiles G, G1, G2, G3 and G4 in the cross sections of the driven gear 18, which are marked with the circles D, D1, D2, D3 and D4 of the drive wheel 17 are linked, shown.
  • the movement sequence between the drive wheel 17 and the driven wheel 18 is based on a cross section of the circle D of the drive wheel 17 and a cross section of the profile G of the driven wheel
  • the drive element 15 is designed as a drive wheel 17 rotatable about a drive wheel axis 17a and the output element 16 to be designed as a linearly displaceable, in particular non-rotatable, linear element, which mesh with one another.
  • the linearly displaceable linear element can be a spindle or spindle rod and the rotatable drive wheel 17 can be a spindle nut with an internal thread or a drive wheel 17 with spur gear teeth, so that a spindle drive is formed.
  • the linearly displaceable linear element can be designed as a rack which is in meshing engagement with the drive wheel 17, which has spur gear teeth, so that a linear drive is formed.
  • the power transmission between the output element 16 and the drive element 15 is based exclusively on rolling friction, as already explained above.
  • Particularly good rolling properties can be achieved if the drive element 15 and/or the output element 16 is or are made of plastic.
  • the plastic is a thermoplastic, in particular polyoxymethylene.
  • the use of fiber-reinforced plastics can be dispensed with, whereby the drive element 15 and/or the output element 16 can be formed with particularly inexpensive plastics, such as polyoxymethylene.
  • Eccentric cycloid gears 14 require a particularly small installation space.
  • a particularly compact construction can be achieved if It is preferably provided that the adjusting element 9 is firmly coupled to the output element 16 along its adjustment direction 19, in which the adjusting movement of the adjusting element 9 takes place.
  • the adjusting element 9 is made of a plastic, in particular polyoxymethylene.
  • the output element 16 is designed as an output gear 18.
  • the adjusting element 9 is here and preferably axially fixed and non-rotatably connected to the driven gear 18, so that the adjusting movement of the adjusting element 9 is a circular arc-shaped movement.
  • the output element 16 and the adjusting element 9 are formed in one piece with one another.
  • the drive motor 8 it is possible for the drive motor 8 to drive the drive element 15 directly. In the embodiment shown in the figures and preferred in this respect, however, it is provided that a worm gear 20 with a worm 21 and a worm wheel 22 meshing with the worm 21 is arranged between the drive motor 8 and the reduction gear 10 in terms of drive technology. In this way, it is possible for the drive motor 8 to be arranged next to the drive element 15 transversely to the axis of rotation of the worm wheel 22, which results in a particularly flat structure of the drive arrangement 1, as shown in FIG. 2.
  • the worm wheel 22 is connected to the drive wheel 17 in an axially fixed and rotationally fixed manner.
  • the term “connected” is understood to mean a positive, cohesive and/or non-positive connection and in particular also includes a one-piece design of the worm wheel 22 with the drive wheel 17. As shown in the figures and preferred in this respect, it is provided that the drive wheel 17 and the worm wheel 22 are formed in one piece with each other.
  • the term “transverse” means any arrangement relative to the axis of rotation of the worm wheel 22 with the exception of a parallel arrangement.
  • the drive motor 8 it is therefore to be understood that it is not arranged parallel to the axis of rotation of the worm wheel 22 in relation to its drive axis.
  • the eccentric cycloid toothing 14 causes a particularly high axial force on the worm wheel 22.
  • the worm wheel 22 has helical teeth and that the teeth of the drive wheel 17 and the teeth of the worm wheel 22 are aligned axially opposite to one another.
  • the term “axially oppositely aligned” is understood to mean that the teeth of the drive wheel 17 and the teeth of the worm wheel 22 are arranged obliquely opposite to one another with respect to the respective axis of rotation, so that the axial forces of the drive wheel 17 and the worm wheel generated by the helical teeth 22 are aligned opposite to each other.
  • an axial force is introduced into the worm wheel 22 by the driven wheel 18 and at the same time an axially opposite axial force is introduced into the worm wheel 22 via the worm 21, whereby the resulting load on the worm wheel 2 in the axial direction is reduced.
  • the high axial force acting on the worm wheel 22 by the eccentric-cycloid toothing 14 can be partially compensated for by an axially opposing helical toothing of the worm wheel 22.
  • the axial load on the worm wheel 22 can be further reduced if the drive element 15 and the output element 16 each have herringbone teeth. Equally high forces are then generated in opposite directions along the drive axis of rotation, whereby the axial loads on the worm wheel 22 and on the drive element 15 and the output element 16 essentially cancel each other out. In this way, a particularly quiet and uniform running of the reduction gear 9 can be achieved.
  • the drive housing 6 only has to absorb small axial forces.
  • the output element 16 has a first output part element 23 with an eccentric cycloid toothing 14 and a second output part element 24 with an eccentric cycloid toothing 14 that is axially opposite to the toothing of the first output part element 23 and that the first output part element 23 and the second output part element 24 rotated to form the herringbone gearing and in particular are connected to one another in an axially fixed manner.
  • the drive element 15 has a first drive part element 25 with an eccentric cycloid toothing 14 and a second drive part element 26 with an eccentric cycloid toothing 14 that is axially opposite to the toothing of the first drive part element 25 and that the first drive part element 25 and the second drive part element 26 are connected to one another in a rotationally fixed and in particular axially fixed manner to form the herringbone gearing.
  • the output element 16 is designed as an output wheel 18 and/or the drive element 15 is designed as a drive wheel 17.
  • the first and second output part elements 23, 24 of the first output wheel 18 are designed as a gear wheel with axially opposite eccentric cycloid toothings 14, as shown in FIGS. 3 and 4.
  • the first and second drive part elements 25, 26 of the drive wheel 17 are each designed as a gear wheel with axially opposite eccentric cycloid toothings 14.
  • the two gears of the driven wheel 18 and the two gears of the drive wheel 17 are each connected to one another in a rotationally fixed and axially fixed manner, as can be seen from FIGS. 3 and 4.
  • first gear and the second gear can be assembled into a herringbone gearing if necessary or, if necessary, can also be used individually.
  • first gear and the second gear it is also possible for the first gear and the second gear to be formed in one piece with one another.
  • the output element 16 is designed as an output wheel 18 and/or the drive element 15 is designed as a drive wheel 17.
  • a drive housing 6 is provided for accommodating the gear stage 11 and in particular the drive motor 8, which is designed to compensate for an expansion of the drive wheel 17 and / or the driven wheel 18, in particular in the radial direction, in order to prevent the reduction gear 8 from jamming .
  • the drive housing 6 is at least partially made of a plastic. For example, when the temperature increases, the drive wheel 17 and/or the driven wheel 18 can expand, particularly in the radial direction, which can then be compensated for by the drive housing 6. In this way, jamming of the reduction gear 10 is effectively prevented.
  • the drive housing 6 has two housing halves. Furthermore, it is preferably provided that the housing halves are at least partially made of a plastic.
  • the gear stage 11 has a reduction of 1:4 to 1:25, preferably of 1:6 to 1:20, more preferably of 1:8 to 1:15. In this way, a particularly high reduction ratio can be achieved with a single gear stage 11.
  • the actuating element 9 is coupled or can be coupled to a Bowden cable 27 for drive technology, that the Bowden cable 27 has a Bowden cable sheath 28 and a Bowden cable core 29 and that the actuating element 9 has a core receptacle 30 for the drive technology engagement with a, in particular spherical, core end piece 31 of the Bowden cable core 29.
  • the Bowden cable 27 has, as shown in FIG. 2, a Bowden cable casing 28 and a Bowden cable core 29 with a substantially circular cross section in the usual manner.
  • the actuating element 9 has a core end piece bearing 32 for drive-related engagement with a core end piece 31 of the Bowden cable core 29.
  • the soul end piece 31 is generally a body that is attached to one end of the Bowden cable soul 29.
  • the soul end piece 31 is used to produce the positive engagement with the soul end piece bearing 32 of the actuating element 9. With the help of the Bowden cable 27, the drive movement can be easily transmitted over a large distance.
  • the actuating element 9 has a freewheel 33 for the soul end piece 31, in which the soul end piece 31 is guided.
  • the soul end piece 31 passes through the freewheel 33 when the actuating element 9 is in position after the functional element 2 has been transferred a first functional position is adjusted in the opposite direction while the functional element 2 is still in its first functional position.
  • the soul end piece 31 it is also possible for the soul end piece 31 to pass through the freewheel 33 when the functional element 2 is transferred from its first functional position to its second functional position.
  • the freewheel 33 thus allows movement of the control element 9 independently of the Bowden cable core 29 or the core end piece 31 and thus independently of the functional element 2
  • the lock latch can be adjusted from a closed position, in particular a main closed position or a pre-closed position, into a push-on position further in the opening direction of the lock latch.
  • the drive arrangement 1 is therefore designed as an auxiliary closing drive, which has a particularly small space requirement for applying the closing forces due to the gear stage 11 with an eccentric-cycloid toothing 14.
  • the drive arrangement 1 can be designed to press open the closure element 4 using a motor.
  • the lock latch is adjusted by motor, in particular from a second functional position, which here and preferably corresponds to a pre-closing position of the lock latch, into a first functional position, which here and preferably corresponds to a main closing position of the lock latch.
  • the motor vehicle lock arrangement 3 is assigned to the closure element.
  • the pressing arrangement 34 has a pressing device 36 which, here and preferably linearly, is adjustable. During the pressing process, the presser 36 comes into engagement with the motor vehicle body in such a way that a driving force acts on the closure element 4 in the opening direction 35, whereby the closure element is adjusted into its press-on closure element position.
  • the motor vehicle lock arrangement 3 it is also possible for the motor vehicle lock arrangement 3 to be assigned to the body.
  • the functional element 2 can be formed by the pusher 36, as shown in FIG. 7.
  • the pusher 36 is here and preferably formed by a particularly cylindrical component of the motor vehicle lock arrangement 3 that is separate from the lock latch, as shown in FIG. 7.
  • the pusher 36 can also be formed by the lock latch of the motor vehicle lock 5.
  • the motor vehicle lock arrangement 3 can, in addition to a motor vehicle lock 5, also have further functional units, such as the pressing arrangement 34 for exerting a driving force on the closure element 4 in its opening direction 35.
  • the drive arrangement 1 is designed here and preferably as a separate functional unit. However, it is also possible that the Drive arrangement 1 is part of the motor vehicle lock 5 and/or the push-on arrangement 34.
  • a motor vehicle lock arrangement 3 is provided with a motor vehicle lock 5, a proposed drive arrangement 1 and optionally a push-on arrangement 34, the drive arrangement 1 being coupled in terms of drive technology to the motor vehicle lock 5 and/or to the push-on arrangement 34.
  • a closure element arrangement with a closure element 4, to which a proposed motor vehicle lock arrangement 3 is assigned, is provided, the closure element 4 being pivotally arranged on a motor vehicle body.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Gear Transmission (AREA)

Abstract

L'invention concerne un dispositif d'entraînement pour le réglage motorisé d'un élément fonctionnel (2) d'un dispositif de verrouillage de véhicule automobile (3) dans le cadre d'un processus de réglage, l'entraînement comprenant un moteur d'entraînement (8) et un élément de réglage (9) qui est relié en aval du moteur d'entraînement (8) et qui peut pivoter autour d'un axe d'élément de réglage (9a), l'élément de réglage (9) pouvant être couplé par entraînement à l'élément fonctionnel (2) pour exercer des mouvements d'entraînement, un engrenage réducteur (10) étant disposé dans la transmission entre le moteur d'entraînement (8) et l'élément de réglage (9). Selon l'invention, l'engrenage réducteur (10) comprend un étage d'engrenage (11) qui comprend deux éléments d'engrenage (12, 13) en prise de transmission de couple mutuelle, dont au moins un élément d'engrenage (12) peut tourner autour d'un axe géométrique (12a) et a un contour de mise en prise (K1) qui est excentrique par rapport à son axe géométrique (12a) et dont l'autre élément d'engrenage (13) a un contour de mise en prise de couplage (K2) correspondant.
PCT/EP2023/072549 2022-08-19 2023-08-16 Agencement d'entraînement pour le réglage motorisé d'un élément fonctionnel d'un agencement de verrouillage de véhicule automobile dans le cadre d'un processus de réglage WO2024038083A1 (fr)

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DE102022121072.3A DE102022121072A1 (de) 2022-08-19 2022-08-19 Antriebsanordnung für die motorische Verstellung eines Funktionselements einer Kraftfahrzeugschlossanordnung im Rahmen eines Verstellvorgangs

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