WO2012013183A2 - Door unit - Google Patents

Abstract

The invention relates to a door unit, in particular a motor vehicle door unit. In the basic design of the door unit, said door unit has a door leaf (1) and a motion transfer member (3, 4), which is connected to the door leaf (1) and which has a drive shaft (4). In addition, a coupling member (5) acted on by the drive shaft (4) and having a variable closing force is implemented. According to the invention, the coupling member (5) has two parts - a control coupling member (5a) and a switching coupling member (5b). The control coupling member (5a), which is acted on by the drive shaft (4), disengages the switching coupling member (5b), which maintains the disengaged position thereof only if there is a continual motion of the drive shaft (4).

Description

 Door unit Description:

The invention relates to a door unit, in particular motor vehicle door unit, with a motion transmission member connected to a door with drive shaft, and with a force applied by the drive shaft coupling member variable clamping force.

A door unit of the construction described at the outset is presented in the embodiment as a motor vehicle door unit for the motorized actuation of a tailgate as a door leaf in DE 198 44 265 A1. Here, the coupling member variable clamping force serves as a safety coupling.

In addition, known from DE 10 2008 053 087 A1 such a door unit, in which the local coupling member acts as a braking device or blocking mechanism. The locking mechanism is used to lock the hinged door to a vehicle body. This happens for the reason that, for example, when the door opening process an obstacle appears and the door could collide with the obstacle. Here, the blocking device ensures to prevent a collision between the door and the obstacle. The prior art has proven itself in principle, but is sometimes technologically very expensive (see DE 10 2008 053 087 A1) or requires increased operating forces on the door leaf. This contradicts today's comfort requirements. This is where the invention starts. The invention is based on the technical problem of further developing such a door unit so that the door leaf can be moved properly

and at the same time learns a fixation when needed, this being achieved in consideration of a structurally simple structure.

To solve this technical problem, a generic door unit in the invention is characterized in that the coupling member is formed in two parts with control coupling member and clutch member, wherein the acted upon by the drive shaft control coupling member disengages the clutch member, which its disengaged position only in a continuous movement of the Drive shaft maintains.

In the context of the invention, therefore, initially a two-part coupling member is used, which is predominantly used as a braking device or friction brake device. Once the coupling member is engaged, the door can not be moved or only by using increased operating forces. In contrast, the disengaged position of the coupling member corresponds to the fact that the door can be freely swung or almost unhindered. An operator can thus distinguish between his blockage and the free movement in accordance with the movement of the door leaf.

This usually happens independent of direction. That is, as soon as the door unit is moved and thus urges the drive shaft, its rotation, irrespective of the direction of rotation, causes the control coupling member to disengage the clutch member. The door can then be pivoted freely. This condition is maintained as long as the door leaf undergoes significant movement. Because as long as the clutch member is disengaged. Only when the door completely or almost completely comes to a halt, engages the clutch member again and ensures a determination of the door leaf.

In the case of the stoppage of the door both coupling members, so the control coupling member and the clutch member, indented and ensure that the drive shaft is fixed by self-locking forces or is held. Then also the coupling member is in total in the already described engaged state in which the door can not move or only with the use of non-increased operating forces at all. However, if the shift clutch member is disengaged, there is no continuous connection to a damping element, which may cause the self-locking. Then also the coupling member has taken its disengaged position altogether. The lack of continuous mechanical connection ensures that the door leaf can be moved freely or almost freely. In most cases, the door is a swing door !, which is hinged on one side to the already mentioned vehicle body and can be pivoted relative to this.

As long as the door leaf is moved continuously and with it the drive shaft, the clutch coupling member remains in its disengaged position. However, if the door is braked and, for example, is stationary, this standstill ensures that the clutch member engages again. As a result, the damping element comes into play and can be the door wing only move using significant operating forces. To realize this in detail, the control coupling member is equipped with a linear element and an actuator. Both elements convert together rotational movements of the drive shaft in a linear adjusting movement. The design is usually made so that the actuator

rotated together with the drive shaft and its rotational movements are converted into linear movements of the linear element.

For this purpose, the linear element and the actuator are usually equipped with one or more interlocking contours and counter contours. It is very particularly preferred if the contour and the respective mating contour are designed as switching ramps. In most cases, it is recommended to work along the circumference of the one hand, the linear element and the other part of the actuator rotating waves. In any case, causes a caused by the rotational movements of the drive shaft corresponding rotation of the actuating element to ensure that its shafts slide on those of the linear element along. This leads to the desired linear positioning movement of the linear element. This linear adjusting movement of the linear element and consequently of the control coupling member is used in the context of the invention to disengage the clutch member acted upon by the control coupling member. In fact, the clutch member is equipped with a motion memory and an interacting with the motion memory switching element. The movement memory holds the switching element in disengaged or engaged position. That depends on the movement of the drive shaft.

As soon as the drive shaft continuously moves, the switching element is held in its disengaged position with the aid of the movement memory and the door leaf can be pivoted after the above explanations with relatively less or virtually no force at all. However, if the drive shaft and consequently the door leaf are stopped, the movement memory ensures that the switching element assumes its engaged position. In this engaged position, the motion memory functions

equal as a damping element. That is, the movement memory ensures in the engaged position of the clutch member for the construction of the necessary self-locking forces in this context. In the disengaged position allows the switching element - as already described - an unobstructed and virtually unbraked movement of the drive shaft and consequently the door leaf. In contrast, the switching element in the engaged position ensures that the drive shaft is held. Thus, depending on its position, the switching element blocks the control clutch member (engaged) or releases it (disengaged).

For this purpose, the switching element interacts in detail with the linear element of the control coupling member. In this case, the switching element and the linear element may be equipped with interlocking contours. In the retracted position of the switching element engages the one or more contours between the switching element and the linear element into each other and provide the described blockage of the door leaf. If, however, the switching element is disengaged, the one or more contours between the switching element and the linear element are spaced apart, so that the linear element can perform a free movement relative to the switching element. The same applies to the door leaf.

As is known, the movement memory ensures, in accordance with the movement of the drive shaft, that the switching element is held in the disengaged or engaged position. For this purpose, the movement memory works mostly speed-controlled. That is, from a certain speed of the drive shaft, the motion memory ensures that the switching element assumes its disengaged position and the disengaged position bei-

reserves. If the speed in question falls below, then the switching element goes into the engaged position. This can be done spring-assisted.

The movement memory additionally performs a circular arc movement with respect to the drive shaft. That depends on the movement of the drive shaft. By this circular arc movement one or more contour (s) between the switching element of the clutch member and the linear element of the control clutch member is disengaged. As soon as the drive shaft falls below the already mentioned speed, the movement memory is returned to its original position (for example spring-assisted). As a result, the previously released mechanical connection between the linear element and the switching element is (again) produced. This is followed by a continuous mechanical connection from the drive shaft to the now acting as a damping element movement memory and are damped movements of the drive shaft through the movement memory and the damping element.

The movement memory thus ensures that in its active position, the switching element is spaced from the linear element. On the other hand, if the movement memory assumes its inactive or passive position, the switching element and the linear element engage in one another. The same then applies to the control clutch member and the clutch member, which are mechanically coupled together in the case of the passive motion memory. Rotary movements of the drive shaft thus lead directly to rotational movements in the interior of the movement memory, which acts as a damping element in this case and is responsible for the already mentioned self-locking.

The invention also provides a method for operating such a door unit, as described in more detail in claim 15. As a result, a door unit is provided, which initially convinces by an increased ease of use. Actually, movement of the door leaf, and with it the drive shaft, initially causes the control coupling member to disengage the clutch member. This can be attributed to the interlocking contours and counter contours of on the one hand the actuator and on the other hand the linear element. Once the clutch member is disengaged, the drive shaft and with it the door can be moved almost without resistance. This succeeds as long as the drive shaft does not fall below a certain minimum speed. Because during this time, the movement memory ensures that the switching element of the clutch member and the linear element of the control coupling member are mechanically separated from each other. Only when the speed of the drive shaft falls below a predetermined value is - again - a continuous mechanical connection of the drive shaft until finally restored to the motion memory. The movement memory then acts as a damping element. All of this succeeds in consideration of a compact, as well as cost-effective and purely mechanical working structure, without the need for costly additional measures such as a complementary engine, sensors, etc.

In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment; show it:

Fig. 1 is a door unit according to the invention schematically and

Fig. 2A to 2D, the article of FIG. 1 fragmentary in different functional positions.

1, a door unit is shown, which in the exemplary embodiment is a motor vehicle door unit. This has a door 1, which is articulated in a pivot point 2 to a motor vehicle body and can be opened and closed about this pivot point 2 in the direction indicated by a double arrow pivoting direction. In this process, a toothed rack 3 is moved back and forth, which is connected to the door leaf 1 and whose linear movement is transmitted to a drive shaft 4. The rack 3 and the drive shaft 4 act together as a motion transmission member 3, 4, which is connected to the door leaf 1. Of the drive shaft 4, a in Fig. 2A to 2D in more detail shown coupling member 5 variable clamping force is applied. Depending on which closing force the coupling member 5 applies, the door leaf 1 is braked or undergoes a fixation or can be moved freely. This is achieved in detail as follows. In essence, the coupling member 5 thus operates in the context of the embodiment as a braking device or friction brake device. In principle, however, the coupling member 5 can also be used in conjunction with a motor drive for the door leaf 1. Then, the coupling member 5 between the said drive and the door leaf 1 is interposed. This is not shown.

It can be seen from the illustration according to FIGS. 2A to 2D that the coupling member 5 is formed in two parts with a control coupling member 5a and a clutch coupling member 5b. The applied by the drive shaft 4 control coupling member 5a moves during a movement of the door leaf 1 and consequently

of the rack 3, first, the clutch member 5b, as is apparent in the transition from Fig. 2A to Fig. 2B. The clutch member 5b retains its disengaged position only upon continued movement of the drive shaft 4. This is expressed in Figs. 2B and 2C. If the drive shaft 4 is stopped, then the clutch member 5b (re) engaged and the door 1 is held. For this purpose, the representation according to FIG. 2D corresponds.

It can be seen that the control coupling member 5b is equipped in two parts with an adjusting element 6 and a linear element 7. The actuator 6 is rotatably coupled to the drive shaft 4 and rotates together with this. Rotational movements of the actuating element 6 now lead to the linear element 7 performs a linear adjusting movement S, as shown in FIGS. 2B and 2D. The linear adjusting movement S is explained by the fact that the steep element 6 together with the drive shaft 4 during the transition from Fig. 2A to Fig. 2B performs a counterclockwise movement. This counterclockwise movement of the drive shaft 4 as well as the actuator

6 is caused by the toothed rack 3 being moved to the left in the transition from FIG. 2A to FIG. 2B, as represented by corresponding arrows in FIG.

The actuator 6 and the linear element 7 are equipped with an interlocking contour 8 respectively counter contour 9. In the exemplary embodiment, the two contours 8, 9 are sinusoidal wave contours 8, 9 which are each formed along the respective circumference of the actuating element 6 on the one hand and the linear element 7 on the other hand. In fact, it is in both the actuator 6 and the linear element

7 by a respective adjusting ring 6, which interacts with a linear ring 7. This is done against the force of a spring 10. In this case, both the actuating element. 6

as well as the linear element 7 are each designed concentrically in comparison to the centrally arranged drive shaft 4, which passes through the linear element 7 and the end is immersed in a motion memory 11 to be explained in more detail below.

In addition to the movement memory 11, the clutch element 5b is additionally equipped with a switching element 12 connected to the movement memory 11 or interacting therewith. Based on the figures it can be seen that the switching element 12 is designed as a whole hollow cylindrical and the drive shaft 4, the switching element 12 passes through. In addition, the switching element 12 has two contours 13, 14, which interact with associated mating contours 15, 16 on the linear element 7, as will be described in more detail below. As soon as the linear element 7 has performed the linear adjusting movement S against the force of the spring 10 during the transition from FIG. 2A to FIG. 2B, this linear adjusting movement S ensures that the switching element 12 has the disengaged position shown in FIGS. 2B and 2C occupies. The corresponding contours 13, 15 or 14, 16 are then no longer in engagement, so that the drive shaft 4 and with it the adjusting element 6 can rotate freely. The door 1 can then move more or less resistant.

Before that, however, the linear element 7 has returned from its position according to FIG. 2B to the position according to FIG. 2C. The switching element 12 has essentially maintained its disengaged position. This ensures the motion memory 1.

Because the movement memory 11 holds in accordance with the movement of the drive shaft 4, the switching element 12 in its disengaged or indented

Position. When the drive shaft 4 moves, the movement memory 11 performs a circular arc movement, as seen in the transition from Fig. 2A to Fig. 2B. This circular arc movement of the movement memory 11 from its passive position according to FIG. 2A to the active position according to FIGS. 2B and 2C corresponds to the fact that the switching element 12 is spaced from the linear element 7. The same applies to the corresponding contours 13, 15 and 14, 16.

As long as the drive shaft 4 ensures that the movement memory 11 maintains the active position according to FIGS. 2B and 2C, the contours 13, 15 or 14, 16 in question also do not engage in one another. The movement memory 11 is executed in the context of the embodiment as a speed-controlled movement memory 11, more precisely as a viscose store or Viskosedämpfer. That is, the drive shaft 4 dips into the movement memory 11 and ensures with, for example, a turbine wheel that from a certain speed, the viscous oil contained in the interior of the movement memory 11 is also rotated. These rotations of the viscous oil are transferred to the housing of the movement memory 11, which performs the circular arc movement described. It can be used at this point but also a flywheel clutch. Also, a movement memory 11 in the embodiment that hold by the movements of the drive shaft 4 fly forces the clutch 12 in the disengaged position is conceivable. In any case, the movement memory 11 or viscose storage ensures that it performs the circular arc movement already described in the transition from FIG. 2A to FIG. 2B as a function of the movement of the drive shaft 4. As long as the drive shaft 4 maintains the associated speed, the movement memory 11 is in the active position corresponding to the

Figs. 2B and 2C. However, as soon as the rotational speed of the drive shaft 4 drops, the movement memory 11 moves into the passive position according to FIG. 2A or according to FIG. 2D (again). As a consequence thereof, the contours 13, 15 and 14, 16 intermesh between the switching element 12 on the one hand and the linear element 7 on the other hand. These interlocking contours 13, 15; 14, 16 correspond to that both the shift clutch member 5b and the control clutch member 5a are engaged. Any movements of the drive shaft 4 in this position according to FIG. 2A or FIG. 2D are damped by the movement memory 11, which acts as a damping element in this case.

Only when the drive shaft 4 is acted upon by a corresponding force by the door 1 moves the rack 3, this increased force ensures that the actuator 6 again raises the linear member 7, taking into account the linear movement S and the process already discussed repeated. That is, the movement memory 11 ensures in its active position that the switching element 12 and the linear element 7 are spaced from each other. Consequently, the corresponding contours 13, 15 and 14, 16 can not interlock in such a case.

The contours 13, 15 are balls 13 which interact on the one hand with the switching element 12 and on the other hand with a receiving plate 15 on the linear element 7. The disengaged position of the switching element 12 corresponds to the fact that the balls 13 do not mechanically couple the receiving plate 15 and the switching element 12, in contrast, in the engaged position of the switching element 12 is a mechanical connection between the switching element 12, the balls 13 and the receiving plate 15 and finally the linear element 7 before.

The contours 14, 16 are a cone 14 and a counter-cone 16 which, when spaced apart, belong to the disengaged position of the switching element 12. If the switching element 12 is engaged, on the other hand, the contours 14, 16 are mechanically connected to each other. This is achieved by a more or less pronounced frictional engagement between the two contours 14, 16.

It can be seen on the basis of the illustrations that the coupling member 5 as a whole is rotationally symmetrical in comparison with the centrally arranged drive shaft 4. In addition, the known coupling member 5 is particularly compact, can thus accommodate easily inside the door leaf 1 as shown in Fig. 1. The advantages of the invention can be seen here.

Claims

claims: 1. door unit, in particular motor vehicle door unit, with a on a door (1) connected motion transmission member (3, 4) with drive shaft (4), and with one of the drive shaft (4) acted upon coupling member (5) variable closing force, dadurchgekennzeichne t.dass the Coupling member (5) is formed in two parts with the control coupling member (5a) and the clutch member (5b), wherein the drive of the shaft (4) acted upon the control coupling member (5a) the Schaltkupplungsglied (5b) disengages, which its disengaged position only in a continuous movement of the drive shaft ( 4). 2. door unit according to claim 1, characterized in that the control coupling member (5 a) with an adjusting element (6) and a linear element (7) is equipped, which together rotational movements of the drive shaft (4) into a linear adjusting movement (S) convert. 3. door unit according to claim 1 or 2, characterized in that the linear element (7) in response to the rotational movement of the actuating element (6) returns to its original position. 4. door unit according to one of claims 1 to 3, characterized in that the adjusting element (6) and the linear element (7) with at least one intermeshing contour (8) and counter-contour (9) are equipped. 5. door unit according to claim 4, characterized in that the contour (8) and the mating contour (9) as switching ramps, preferably along the respective circumference of the element (6, 7) rotating shafts, are formed. 6. Door unit according to one of claims 1 to 5, characterized in that the clutch element (5b) with a movement memory (11) and a equipped with the movement memory (11) interacting switching element (12). 7. Door unit according to claim 6, characterized in that the movement memory (11) in accordance with the movement of the drive shaft (4) holds the switching element (12) in the disengaged or engaged position. 8. door unit according to claim 6 or 7, characterized in that the movement memory (11) in the engaged position of the switching element (12) acts as a damping element. 9. door unit according to one of claims 6 to 8, characterized in that the switching element (12) in the disengaged position, an unhindered movement of the drive shaft (4) and in the engaged position, the drive shaft (4) holds. 10. Door unit according to one of claims 6 to 9, characterized in that the switching element (12) depending on its position (engaged / disengaged) blocks or releases the control coupling member (5 a) 11. Door unit according to one of claims 6 to 10, characterized in that the switching element (12) of the clutch element (5b) interacts with the linear element (7) of the control clutch member (5a). 12. Door unit according to claim 11, characterized in that the switching element (12) and the linear element (7) with interlocking contours (13, 15, 14, 16) are equipped. 13. door unit according to one of claims 6 to 12, characterized in that the movement memory (11) operates speed-controlled. 14. Door unit according to one of claims 6 to 13, characterized in that the movement memory (11) in accordance with the movement of the drive shaft (4) performs a circular arc movement. 15. A method for operating a door unit, in particular motor vehicle door unit, with a on a door (1) connected Bewegungsübertra- transmission member (3, 4) with drive shaft (4), and with one of the drive shaft (4) acted upon coupling member (5) variable clamping force characterized in that the coupling member (5) is formed in two parts with control coupling member (5a) and shift coupling member (5b), the control coupling member (5a) is acted upon by the drive shaft (4) and the switching coupling member (5b) disengages, which its disengaged position only at a continuous movement of the drive shaft (4) maintains.