WO2022013202A1 - Dispositif de réglage pour régler un élément de fermeture de véhicule et module de commutation permettant de commuter entre de degré de liberté de rotation et un degré de liberté de translation - Google Patents

Dispositif de réglage pour régler un élément de fermeture de véhicule et module de commutation permettant de commuter entre de degré de liberté de rotation et un degré de liberté de translation Download PDF

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Publication number
WO2022013202A1
WO2022013202A1 PCT/EP2021/069428 EP2021069428W WO2022013202A1 WO 2022013202 A1 WO2022013202 A1 WO 2022013202A1 EP 2021069428 W EP2021069428 W EP 2021069428W WO 2022013202 A1 WO2022013202 A1 WO 2022013202A1
Authority
WO
WIPO (PCT)
Prior art keywords
arm
section
guide rail
rotation
door
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2021/069428
Other languages
German (de)
English (en)
Inventor
Harald Hugel
Christian Gitter
Daniel Muschel
Thomas Förster
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Fahrzeugteile SE and Co KG
Original Assignee
Brose Fahrzeugteile SE and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Fahrzeugteile SE and Co KG filed Critical Brose Fahrzeugteile SE and Co KG
Publication of WO2022013202A1 publication Critical patent/WO2022013202A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D15/00—Suspension arrangements for wings
    • E05D15/06—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane
    • E05D15/10—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane
    • E05D15/1005—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane the wing being supported on arms movable in horizontal planes
    • E05D15/101—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane the wing being supported on arms movable in horizontal planes specially adapted for vehicles
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D15/00—Suspension arrangements for wings
    • E05D15/06—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane
    • E05D15/10—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane
    • E05D2015/1028—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane with only the wing moving transversely
    • E05D2015/1031—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane with only the wing moving transversely the wing supported on arms extending from the carriage
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/60—Power-operated mechanisms for wings using electrical actuators
    • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
    • E05F15/632—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for horizontally-sliding wings
    • E05F15/652—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for horizontally-sliding wings operated by screw-and-nut mechanisms
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F5/00—Braking devices, e.g. checks; Stops; Buffers
    • E05F5/003—Braking devices, e.g. checks; Stops; Buffers for sliding wings
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/218—Holders
    • E05Y2201/22—Locks
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/60—Suspension or transmission members; Accessories therefor
    • E05Y2201/622—Suspension or transmission members elements
    • E05Y2201/64—Carriers
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/60—Suspension or transmission members; Accessories therefor
    • E05Y2201/622—Suspension or transmission members elements
    • E05Y2201/682—Pins
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/60—Suspension or transmission members; Accessories therefor
    • E05Y2201/622—Suspension or transmission members elements
    • E05Y2201/684—Rails; Tracks
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2800/00—Details, accessories and auxiliary operations not otherwise provided for
    • E05Y2800/26—Form or shape
    • E05Y2800/292—Form or shape having apertures
    • E05Y2800/296—Slots
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/53—Type of wing
    • E05Y2900/531—Doors

Definitions

  • the proposed solution relates to an adjusting device for adjusting a vehicle locking element on a vehicle that can be connected to the adjusting device, and a switching assembly for switching between a rotational and translational degree of freedom of a door adjusting arm, which is set up to specify an adjusting movement of a door that can be connected to the door adjusting arm.
  • Adjustment devices and switching assemblies of this type can be used, for example, to adjust a vehicle locking element on a vehicle.
  • such an adjusting device can be connected to a vehicle locking element in such a way that the vehicle locking element can be adjusted by means of the adjusting device.
  • the vehicle closure element connected to such an adjustment device can be used when closing and releasing an opening in a vehicle outer skin of the vehicle.
  • a switching subassembly can also be used, which has a door adjustment arm and is set up to switch between a rotational and translational degree of freedom of the door adjustment arm.
  • the door adjustment arm can be connected to the vehicle locking element in such a way that the vehicle locking element can be locked by means of a rotation and translation of the door adjustment arm is adjustable.
  • a switching assembly can also be used in the aforementioned example of adjusting a vehicle locking element on a vehicle.
  • such a switching assembly can also be part of an adjustment device for this purpose.
  • the vehicle closing element must be adjusted by an adjustment device or a switching assembly, usually via an adjustment movement with two movement components.
  • the vehicle closure element has to be lifted out of a position in which the vehicle closure element is flush with the outer skin of the vehicle via a first movement component.
  • This first movement component can, for example, take place transversely to a longitudinal axis of the vehicle.
  • the lifted-out vehicle locking element then has to be moved relative to the opening in the outer skin of the vehicle via a second movement component in order to release the opening for use.
  • Such movement components can be implemented, for example, via a plurality of separate drives or a switchover between the movement components via an electronically clocked switchover between a number of gear stages with different directions of action.
  • the proposed solution is therefore based on the problem of reducing the space required, the complexity and consequently the probability of failure of such an adjustment device and a switchover assembly.
  • the adjusting device has a first arm with a first end section and a second arm with a first end section. Furthermore, the adjusting device comprises a guide rail which extends along a longitudinal axis, on which the first and second arm are each articulated with a second end section so as to be displaceable along the longitudinal axis, and a drive element which is operatively connected to the second end section of the first arm and by means of which the second end section of the first arm can be moved along the guide rail.
  • the first arm of the adjusting device and the second arm of the adjusting device are connected by means of a rotary sliding joint.
  • the rotary sliding joint realizes an operative connection between the drivable first arm and the second arm, as a result of which the movement of the first arm can be transferred to the second arm.
  • the connection of the arms to each other via the rotary sliding joint and the articulated and displaceable connection of each individual arm to the guide rail allows an adjustment movement with essentially two movement components.
  • the second end sections of both arms can be displaced along the guide rail, and on the other hand, both arms can rotate about the respective articulated connection with the guide rail.
  • both arms can each be connected to the guide rail by means of a rotary sliding joint. In this case, during the rotation about the articulated connections with the guide rail, the arms simultaneously have a relative displacement of the second end sections with respect to one another along the guide rail.
  • the spacing of the first end sections of both arms can be adjusted in relation to the longitudinal axis of the guide rail orthogonal direction.
  • the first end sections can also be displaced along the guide rail.
  • the first end sections can also have a superimposed movement during the rotation of both arms about the articulated connections with the guide rail.
  • the superimposed movement includes a movement component in relation to the axis of longitudinal extension of the guide rail that is orthogonal and a movement component in a parallel direction.
  • a first movement component the rotation of both arms leads around the articulated connections with the guide rail to a transverse movement, in which the first end portions of both arms are moved substantially orthogonally to the longitudinal extension axis of the guide rail.
  • This first movement component is referred to below as transverse movement.
  • the displacement of the second end sections leads to a parallel movement of the first end sections parallel to the longitudinal axis of the guide rail. This second movement component is referred to below as parallel movement.
  • a vehicle closure member connected to the first end portions of the first and second arms can be adjusted by means of the lateral movement and the parallel movement.
  • the vehicle closure element moves during the transverse movement essentially orthogonally to the longitudinal axis of the guide rail and during the parallel movement parallel to the longitudinal axis of the guide rail.
  • the axis of longitudinal extension of the guide rail can be aligned essentially parallel to an axis of extension of a vehicle outer skin.
  • the vehicle closure element can be lifted out during the transverse movement from a position in which the vehicle closure element is flush with the outer skin of the vehicle.
  • the lifted-out vehicle closure element can then be moved relative to the opening in the vehicle outer skin in order to release the opening for use.
  • the first and the second arm can be connected to the guide rail in an articulated manner in such a way that both arms each have an axis of rotation, with both axes of rotation being arranged parallel to one another.
  • the axis of rotation of the first arm can be arranged orthogonally to the axis of longitudinal extent.
  • the adjusting device has a switching device which switches between the transverse movement and the parallel movement.
  • Such switching means is connected to the second arm to block displacement of the second end portion of the second arm along the longitudinal axis at a predetermined position.
  • a predetermined position can in particular be a first end position of the second end section of the second arm on the guide rail. Due to the temporary blocking of the second end section of the second arm in the first end position, the adjustment of the first arm by means of the Drive along the axis of longitudinal extension to a relative movement of the second end portions of both arms to each other.
  • Such a relative movement is converted into a rotation of both arms about the respective axis of rotation of the articulated connection with the guide rail via the connection of both arms by means of the rotary sliding joint.
  • the rotation of the first arm about its axis of rotation and of the second arm about its axis of rotation can be forced.
  • the adjusting device can have the following sequence of movements.
  • the second end section of the second arm is temporarily blocked in its first end position.
  • the second end portion of the first arm is in a first end position, which maximizes the distance to the second end portion on the guide rail.
  • the specific maximum distance between the second end sections in the respective first end positions can be predetermined by the length of the first and second arm, the design of the rotary sliding joint and the guide rail.
  • the distance between the first end sections in relation to the axis of longitudinal extension of the guide rail can be minimized in the orthogonal direction by positioning the second end sections with the maximum distance.
  • the vehicle closing element connected to the first end sections of both arms can close the opening in the outer skin of the vehicle flush.
  • the second end section of the first arm By displacing the second end section of the first arm along the first adjustment direction by means of the drive element, the second end section of the first arm can now be moved towards the temporarily blocked second end section of the second arm as described above.
  • the first arm and the second arm are rotated about their respective axis of rotation.
  • the first and second arms can be displaced relative to one another and rotated in relation to one another by means of the rotary sliding joint.
  • the first end portion of the first and second arm in relation to shifted to the longitudinal axis of the guide rail orthogonal direction.
  • the first end sections of the two arms describe the transverse movement initially described.
  • the vehicle closure element connected to the first end portions of both arms can be displaced or lifted out from the opening in the direction of an external environment.
  • the switching device can block the rotation of the second arm about its axis of rotation.
  • the distance between the second end portions of the first and second arms can be temporarily fixed at a predetermined minimum distance. In this positioning of the second end sections with a minimum distance, the distance between the first end sections is maximized in the orthogonal direction in relation to the axis of longitudinal extension of the guide rail.
  • the vehicle closure element connected to the first end sections of both arms can be maximally displaced or lifted out of the opening in the direction of an external environment.
  • a further adjustment of the second end section of the first arm by means of the drive element along the first adjustment direction leads to a joint adjustment of both second end sections due to the temporarily blocked rotation of the second arm.
  • common adjustment means that the distance between the second end sections of both arms does not change relative to one another.
  • the first end sections of both arms can thus also be adjusted along the first adjustment direction.
  • the second end section of the second arm can be displaced into a second end position.
  • a displacement of the second end section of the second arm along the first adjustment direction beyond the second end position can be blocked, for example, by the design of the guide rail or the drive element.
  • the second end section of the second arm reaches the second end position, the second end section of the first arm is also in a second end position.
  • the vehicle locking element connected to the first end sections of both arms can be displaced parallel to the longitudinal axis of the guide rail in the first adjustment direction until a maximum adjustment is reached in order to release the opening for use.
  • the movement sequence described can run in reverse order by reversing from the first to the second adjustment direction.
  • the reversal from the first to the second or from the second to the first adjustment direction can basically be possible at any position of the second end section of the first arm that deviates from the end positions.
  • the adjusting device can have means for detecting a force counteracting the adjustment in order to implement anti-trap protection.
  • the adjustment device can be configured to interrupt or reverse an adjustment movement upon detection of an opposing force.
  • the adjustment device can have means to avoid damage, which prevent a transmission of a force acting in the first adjustment direction from the drive element to the second end section of the first arm in its second end position.
  • the adjustment device can have means which prevent a transmission of a force acting in the second adjustment direction from the drive element to the second end section of the first arm in its first end position.
  • the maximum distance between the second end sections ie the distance in the respective first end positions, can be adjusted to adjust a stroke, which corresponds to the length of an adjustment path in relation to the axis of longitudinal extension of the guide rail in the orthogonal direction.
  • the switching device can do without an electronic control signal or an active control element.
  • the switching can thus take place mechanically, with the switching taking place by introducing energy from the drive element.
  • the guide rail can have a rotating section in the shape of a circular arc. Furthermore, the guide rail can have a translation section running along the axis of longitudinal extent, which extends essentially along an adjustment path of the second end section of the second arm from the first to the second end position.
  • the rotation section can be arranged on the guide rail in such a way that the switching device can engage either in the rotation section or the translation section when the second end section of the second arm is positioned in the first end position.
  • the arcuate rotating section can be formed such that the switching device engaged with the rotating section and connected to the second arm blocks any movement of the second arm except for rotation about the axis of rotation of the second arm.
  • the translation section can be shaped in such a way that the switching device engaged with the translation section and connected to the second arm blocks any movement of the second arm except for displacement along the longitudinal axis of the guide rail.
  • the rotation of the first arm about its axis of rotation and the rotation of the second arm about its axis of rotation can be enforced in particular by actuating the drive element when the switching device engages in the rotation section.
  • the drive element when the switching device engages in the translation section the adjustment of the first end sections parallel to the axis of longitudinal extension can be enforced. Consequently, by means of the switching device in the first end position of the second arm, it is possible to switch between the above-mentioned parallel movement and the transverse movement by one drive element.
  • the switching device for realizing the parallel movement can be set up to engage exclusively in the translation section at a plurality of intermediate positions of the second end section of the second arm between the first end position and the second end position.
  • the transverse movement of the first end portions of both arms can be locked at any position of the second arm except the first end position.
  • the operation of the driving member can move the first end portions of both arms in the parallel movement.
  • the complexity of the adjustment device can generally be reduced here by switching between transverse and parallel movement as a function of the position of the second arm with a reduction in the ability to switch to exactly one position. Furthermore, it can be prevented in particular effectively that during the adjustment movement of the vehicle closure element this comes into contact with the outer skin of the vehicle in a defective manner.
  • the second end section of the second arm can be limited to a movement along the adjustment path between the first and the second end position.
  • the guide rail can have components which override the displacement of the second end section of the second arm stop both end positions.
  • Such components can be designed as stops, for example.
  • the stops can each have contact surfaces which are set up to come into contact with a section of the second end section of the second arm in the first or second end position. Such contact surfaces can in particular be arranged orthogonally in relation to the adjustment path.
  • the switching device can have a guide lever that is firmly connected to the second arm.
  • Such an arm can also be formed in one piece with the second arm to improve the load-bearing capacity of the guide lever and to reduce the manufacturing effort.
  • the guide lever can be shaped and arranged on the second arm in such a way that the guide lever is set up at least in the predetermined position of the second arm to engage both in the rotation section and in the translation section.
  • the predetermined position can in particular be the first end position of the second end section of the second arm on the guide rail.
  • the guide lever can be set up to engage in the translation section at all positions of the second arm that deviate from the predetermined position.
  • Such positions deviating from the predetermined position can in particular be the plurality of intermediate positions of the second end section of the second arm between the first end position and the second end position.
  • the plurality of intermediate positions may also include the second end position.
  • the adjusting device can thus block the transverse movement of the first end sections of both arms at any intermediate position including the second end position by means of the guide lever connected to the second arm.
  • the first end portions of both arms can be adjusted with the parallel movement by means of the drive element when the second arm is positioned at one of the intermediate positions or the second end position.
  • the adjusting device can switch between the transverse movement and the parallel movement by means of the guide lever connected to the second arm when the first arm is positioned in the first end position.
  • the guide lever can be rotatably connected to the second arm.
  • the guide lever has an axis of rotation which is arranged orthogonally in relation to the axis of longitudinal extent of the guide rail.
  • the axis of rotation of the guide lever can be arranged parallel to the axes of rotation of the first and second arms.
  • the guide lever can thus have a switching angle which corresponds to a difference angle between a first and a second position of the guide lever on the second arm.
  • the first position can correspond to an arrangement of the guide lever in which the guide lever engages in the rotating section.
  • the second position can correspond to an arrangement of the guide lever in which the guide lever engages in the translation section.
  • the rotatable guide lever may be formed and arranged on the second arm such that, at a predetermined position of the second arm, it is configured to switch between engagement with the rotation section and translation section by rotating by the switching angle about the rotation axis of the guide lever.
  • a predetermined position can in particular be the first end position of the second end section of the second arm on the guide rail.
  • the switchover device can have a torsion element in order to implement automatic engagement of the guide lever in the rotary section.
  • a torsion element can be connected both to the guide lever and to the second arm and set up to apply a torque acting along the axis of rotation to the rotatable guide lever.
  • the torsion element can be configured in such a way that the applied torque positively accelerates the guide lever from the second into the first position and negatively accelerates it from the first into the second position.
  • the rotatable guide lever in the predetermined position, which allows switching between the first and second positions, can automatically switch to the first position by the acting torque. Furthermore, switching can be prevented at all positions deviating from the predetermined position in that the guide rail does not provide a rotation section in which the Guide lever can engage as long as the second arm is positioned at the position deviating from the predetermined position. As a result, the guide lever can be oriented in the positions other than the predetermined position in the second position and in the predetermined position in the first or second position.
  • the torsion element can be designed in such a way that the applied torque disappears in the first position.
  • the applying torque can be applied against a negative acceleration by switching the guide lever from the first to the second position.
  • the switching device for switching from the first to the second position and thus for releasing the temporary blocking can have an unlocking element connected to the first arm.
  • an unlocking element can be set up to come into operative connection with the guide lever in a release position of the second end section of the first arm and to switch the guide lever from the first position to the second position.
  • An exemplary embodiment of the unlocking element can be a projection connected to the second end portion of the first arm.
  • Such a projection can be shaped and arranged on the first arm in such a way that it is set up to switch the guide lever into the second position in the release position of the first arm against the torque of the torsion element.
  • the adjustment device can have a brake shoe for temporarily blocking the adjustment of the second end section of the second arm along the axis of longitudinal extension.
  • a brake shoe can in particular be set up to gradually brake the displacement of the second end section of the second arm in the direction of the first end position of the first arm.
  • gradual braking can be understood as the application of a variable braking force, wherein the variable braking force can have the following dependence on the position x of the second end section of the second arm: 0 for x between the 2nd end position and the braking position
  • the braking position corresponds to a position of the second end section of the second arm between the first and the second end position.
  • the position-dependent braking force can be particularly suitable for gradually braking a vehicle closing element connected to the adjustment device. This can reduce the load on operatively connected elements when the vehicle closure element is opened and closed, particularly in the case of vehicle closure elements with high inertia. Thus, the use of a brake shoe can in particular make additional damping unnecessary.
  • the switching mechanism can also have a toggle joint with a first and a second end section.
  • a toggle joint can be articulated with the first end section on a fastening section of the switching device that is firmly connected to the guide lever.
  • the toggle joint can be articulated with the second end section on the brake shoe. Consequently, when the guide lever rotates about the axis of rotation of the guide lever, the fastening section can also rotate about the axis of rotation of the guide lever.
  • the axis of rotation of the guide lever can also be the axis of rotation of the second arm.
  • the switching device can thus be set up by rotating the guide lever to bring the brake shoe into contact with a braking section of the adjusting device.
  • a braking section can be a section of the guide rail, for example.
  • the adjustment device can have a first and a second carriage in a further embodiment of the adjustment device.
  • the first carriage can be rotatably connected to the second end section of the first arm and can be slidably mounted on the guide rail.
  • the second carriage may be rotatably connected to the second end portion of the second arm and slidably mounted on the guide rail. Both carriages can thus be displaced along the axis of longitudinal extent on the guide rail.
  • the first carriage can be operatively connected to the drive element in order to be able to move the second end section of the first arm along the longitudinal axis of the guide rail by means of the first carriage.
  • the drive element can be designed as a threaded rod.
  • the first carriage can have internal teeth for the operative connection to the drive element.
  • the first and second carriages can have means by which they are set up to establish a detachable connection with one another.
  • play-free opening and closing of the vehicle locking element can also be implemented, taking into account any manufacturing tolerances or the assumption of any wear.
  • the carriages can be detachably connected at least during a section of the parallel movement and not connected at least during the transverse movement.
  • the first carriage can have a locking element and the second carriage can have a locking receptacle.
  • the second carriage can have a locking element and the first carriage can have a locking receptacle.
  • the locking element of the first or second carriage can be set up to engage in a locking position of the first and second carriage in a form-fitting manner in the locking receptacle of the second or first carriage.
  • the locking position of the first and second carriage refers to the position of the two carriages on the guide rail.
  • the locking between the carriages can thus be established or released depending on the position.
  • the position-dependent establishment or release of the lock during the adjustment movement can take place at the same time as the switching of the switching device.
  • the locking element and the locking receptacle can be set up to either release or establish the locking at the locking position depending on a drive direction by the drive element.
  • the second arm can have a guide element and the first arm can have a guide link.
  • the first arm can also have a guide element and the second arm can have a guide link.
  • the guide element can be in engagement with the guide link.
  • first and second arms can both rotate in relation to one another about the guide element and also be displaced in relation to one another in such a way that the guide element is displaced in the guide link between a first and a second stop.
  • first end sections of the first and second arm can have a constant distance from one another over the entire adjustment movement, including parallel movement and transverse movement.
  • the first end sections of the first and second arms can therefore be articulated on a fitting element.
  • a Fitting element can set the spacing of the first end portions of both arms to a constant value.
  • the fitting element can be set up for connection to the vehicle locking element.
  • the adjustment device can also have a motor which is operatively connected to the drive element.
  • the current consumption of the motor can serve to detect a force counteracting the adjustment movement.
  • the adjusting device can be part of a door assembly.
  • a door assembly has, in one of the implemented embodiments, a door connected to the adjusting device and a door guide rail.
  • the door engages with the door guide rail via a guide element in such a way that the door can be adjusted along the door guide rail.
  • the door guide rail is used here to absorb dynamic and static loads on the door and can thus relieve the adjustment device.
  • the door guide rail can essentially correspond to the guide rail of the adjusting device.
  • Such a door assembly can thus realize an adjustment movement of the door with two movement components.
  • a first movement component the door can be lifted out of a position in which the door is flush with a vehicle outer skin.
  • This first movement component can, for example, take place transversely to a longitudinal axis of the vehicle.
  • the lifted door can be moved relative to the opening in the outer skin of the vehicle in order to release the opening for use.
  • the embodiment of the adjustment device according to the invention makes it possible to dispense with the use of a plurality of drives or gear stages.
  • the installation space required for the adjusting device and material-related costs as well as the control effort can be reduced.
  • dispensing with an electronic switching device can reduce the probability of failure due to the associated elimination of corresponding sensors, interfaces and control signals.
  • the door assembly can also be part of a vehicle.
  • the problem mentioned at the outset is also solved by a switching assembly for switching between a rotational and a translational degree of freedom of a door adjustment arm.
  • the switching assembly has at least one guide rail, the door adjustment arm and a guide lever.
  • One end section of the door adjustment arm is rotatable about an axis of rotation and articulated on the guide rail so that it can be displaced along the translation section between a first and second end position.
  • the guide lever is connected to the door adjustment arm so that it can rotate about the axis of rotation of the door adjustment arm.
  • the guide rail has a circular arc-shaped rotation section and a rectilinear translation section.
  • the guide lever is shaped and arranged on the door adjustment arm in such a way that, in the first end position of the door adjustment arm, it engages either in the rotation section or in the translation section in a switchable manner.
  • the guide lever blocks a rotation of the door adjustment arm about the axis of rotation when it engages in the translation section.
  • the guide lever also blocks displacement of the door adjustment arm along the translation section when it engages in the rotation section.
  • the switching assembly is arranged, depending on the engagement of the guide lever in the rotation section or the translation section, the rotation of the door adjustment arm to block its axis of rotation or translation of the door adjustment arm along the translation section.
  • the door adjustment arm can be connected to a door in order to bring about a switchable adjustment of the door.
  • Such a switching assembly can reduce the probability of failure, since the switching assembly dispenses with an electronic control signal or an active control element. In particular, the switchover can thus take place purely mechanically.
  • the guide lever of the switching assembly thus has a first and a second position with respect to the guide rail.
  • the first position can correspond to an arrangement of the guide lever in which the guide lever engages in the rotating section.
  • the second position can correspond to an arrangement of the guide lever in which the guide lever engages in the translation section.
  • the guide lever can be pivotally connected to the door adjustment arm.
  • the guide lever on an axis of rotation which is orthogonal to the longitudinal axis of the Guide rail is arranged.
  • the axis of rotation of the guide lever can be arranged parallel to the axis of rotation of the door adjustment arm.
  • the guide lever can thus have a switching angle which corresponds to a difference angle between a first and a second position of the guide lever on the door adjustment arm.
  • the first position can correspond to an arrangement of the guide lever in which the guide lever engages in the rotating section.
  • the second position can correspond to an arrangement of the guide lever in which the guide lever engages in the translation section.
  • the switchover assembly can have a torsion element for realizing an automatic engagement of the guide lever in the rotating section.
  • a torsion element can be connected to both the guide lever and the door adjustment arm and set up to apply a torque acting along the axis of rotation to the rotatable guide lever.
  • the torsion element can be configured in such a way that the applied torque positively accelerates the guide lever from the second into the first position and negatively accelerates it from the first into the second position.
  • the rotatable guide lever can automatically switch to the first position by the acting torque. Further, the switching at all positions deviating from the predetermined position can be prohibited by the guide rail not providing a rotating portion with which the guide lever can engage while the door adjustment arm is positioned at the position deviating from the predetermined position. As a result, the guide lever can be oriented in the positions other than the predetermined position in the second position and in the predetermined position in the first or second position.
  • the torsion element can be designed in such a way that the applied torque disappears in the first position.
  • the applying torque can be applied against a negative acceleration by switching the guide lever from the first to the second position.
  • the guide lever of both the adjusting device and the switching assembly can have a bearing element with which the guide lever a guide boundary of the guide rail is supported.
  • a bearing element can be set up, for example by means of a ball or roller bearing, to reduce frictional losses of the guide lever guided in the guide rail.
  • the bearing element can be connected to the guide lever in such a way that the bearing element has play along a surface normal of the guide boundary.
  • the switching assembly can have an elastic radial element, which is connected to the guide lever and the bearing element in such a way that the bearing element is subjected to a force in the direction of the surface normal.
  • the bearing element can be set up to be supported with a contact pressure on the guide boundary.
  • the bearing element can thus also be supported on a guide edge which, due to manufacturing tolerances or wear, has a variable distance from the guide lever.
  • FIG. 1A shows a schematic representation of an adjusting device, having a guide rail and two arms which are movably articulated thereon and are connected via a rotary sliding joint, in a first position relative to the guide rail;
  • FIG. 1B shows a schematic illustration of the adjusting device from FIG. 1A in a second position relative to the guide rail;
  • FIG. 1C shows a schematic illustration of the adjusting device from FIG. 1A in a third position relative to the guide rail;
  • FIG. 1D shows a schematic representation of the adjusting device from FIG. 1A in a fourth position relative to the guide rail
  • 2A shows a perspective illustration of a first embodiment of the adjusting device with the first arm located in a first end position, further having a switching device which engages in a rotating section of the guide rail;
  • 2B shows a perspective illustration of the embodiment from FIG. 2A of the adjusting device in a position of the first arm that deviates from the first end position;
  • FIG. 2C shows a perspective illustration of the embodiment from FIG. 2A of the adjusting device in a further position of the first arm, which deviates from the first end position, the switching device engaging in a translation section of the guide rail;
  • FIG. 2D shows a perspective illustration of the embodiment from FIG. 2A of the adjustment device with the first arm located in a second end position;
  • 3A is a perspective view with a partial cross section through a second
  • Embodiment with the first arm located in the first end position further comprising a drive element designed as a threaded rod;
  • FIG3B is a perspective view with partial cross section through the
  • Embodiment from FIG. 3A in a position of the first arm that deviates from the first end position, with the switching device engaging in a translation section of the guide rail;
  • FIG. 4A shows a perspective view of a third embodiment with the first arm located in the first end position, further comprising a locking element and a locking receiver which are not engaged;
  • FIG. 4B shows a perspective view of the embodiment from FIG. 4A in a position of the first arm that differs from the first end position;
  • 4C shows a perspective illustration of the embodiment from FIG. 4A in a further position of the first arm, which deviates from the first end position, the locking element and the locking receptacle being in engagement;
  • 5A shows a perspective view of a fourth embodiment with an alternative configuration of the locking element and the locking receiver which are not engaged;
  • FIG. 5B is a perspective view of the embodiment of FIG. 5A with the latch member and latch receiver engaged;
  • FIG. 6A shows a perspective detailed illustration of a further embodiment of the switching device of the adjusting device, having two brake shoes connected to the guide lever via toggle lever joints;
  • FIG. 6B shows a detailed plan view of the embodiment from FIG. 6A.
  • FIG. 7A shows a perspective view of a first embodiment of a
  • Door assembly comprising an embodiment of the adjusting device with the first arm located in a first end position and a door guide rail and a door guided along the door guide rail;
  • FIG. 7B shows a perspective view of the embodiment from FIG. 7A of the door assembly in a position of the first arm of the adjustment device that deviates from the first end position;
  • FIG. 7C shows a perspective illustration of the embodiment from FIG. 7A of the door assembly with the first arm of the adjusting device located in the second end position;
  • FIG. 8 shows a plan view of a vehicle having an embodiment of
  • FIG. 9A shows a plan view of a first embodiment of a switching assembly, comprising a guide lever, a door adjustment arm and a guide rail with a translation and rotation section, the guide lever engaging in the rotation section;
  • FIG. 9B shows a plan view of the embodiment from FIG. 9A, with the guide lever engaging in the translation section;
  • FIG. 10A shows a perspective view of a second embodiment of a guide lever of the switching assembly,
  • FIG. 10B shows a cross section through the embodiment from FIG. 10A
  • 11A shows a perspective view of a third embodiment of the
  • FIG. 11B shows a cross section through the embodiment from FIG. 11A;
  • FIG. 12A shows a plan view of a fourth embodiment of the guide lever and the guide rail of the switching assembly, the guide lever engaging in the rotary section;
  • FIG. 12B shows a plan view of the embodiment from FIG. 12A, with the
  • FIG. 1A shows a schematic representation of an adjusting device 2 for adjusting a vehicle locking element on a vehicle.
  • Such an adjusting device 2 comprises at least a first arm 21 with a first end section and a second arm 22 with a first end section.
  • the adjusting device 2 also has a guide rail 29 which extends along a longitudinal axis A29 and on which the first and second arms 21, 22 are each articulated with a second end section so as to be displaceable along the longitudinal axis A29. Consequently, both the first arm 21 and the second arm 22 each have a rotary sliding joint J21 , J22 , via which the respective arm 21 , 22 is connected to the guide rail 29 .
  • Both arms 21 , 22 are articulated on the guide rail 29 in such a way that they are arranged on one side of the guide rail 29 .
  • Both arms 21, 22 extend in a common plane of extent, with both arms 21, 22 intersecting in a projection onto the plane of extent in an intersection area.
  • the first arm 21 and the second arm 22 are connected by a rotary sliding joint J2.
  • the rotary sliding joint J2 is designed to be displaceable relative to the first arm 21 and not displaceable relative to the second arm 22 .
  • the adjusting device 2 has a drive element (not shown) that is operatively connected to the second end section of the first arm 21 28, by means of which the second end section of the second arm 22 can be moved via the rotary sliding joint J21 of the first arm 21 along the guide rail 29.
  • the arms 21, 22 of the configuration shown in FIG. 1A can thus realize an adjustment movement with essentially two movement components.
  • the first end portions of the arms 21, 22 describe a transverse movement.
  • the first end sections of both arms 21 , 22 are moved essentially orthogonally to the longitudinal axis A29 of the guide rail 29 .
  • the first end sections of both arms 21, 22 describe a parallel movement parallel to the longitudinal axis A29 of the guide rail 29 by means of the displacement of the second end sections of both arms 21, 22.
  • the second end section of the second arm 22 is temporarily blocked in a first end position in the position shown in FIG.
  • the 21 is also in a first end position, which maximizes the distance from the second end section of the second arm 22 on the guide rail 29.
  • the specific maximum distance between the second end sections of both arms 21, 22 in the respective first end positions can differ due to a different length of both arms 21, 22, the design of the rotary sliding joint J2 and the guide rail 29.
  • the distance between the first end sections of both arms 21, 22 in a transverse movement direction 13 is minimized by positioning the second end sections of both arms 21, 22 with a maximum spacing.
  • FIG. 1B shows a schematic representation of the adjusting device 2 from FIG. 1A in a different position of the two arms 21, 22 relative to the guide rail 29.
  • the second end section of the first arm 21 is displaced along the first adjustment direction by means of the drive element 28, which is not shown.
  • the second end section of the second arm 22 is in an identical position to that in FIG. 1A due to the temporary blocking of the adjustment along the longitudinal axis A29.
  • Both arms 21, 22 are rotated about the respective sliding pivot joint J21, J22 in relation to FIG. 1A in such a way that the sliding pivot joint J2 connecting the arms 21, 22 is displaced along the first arm 21 in the direction of the second end section of the first arm 21.
  • first end sections of both arms 21, 22 are spaced apart from one another in the same way as in FIG. 1A and are only marginally shifted in a direction of parallel movement 14. In contrast, the first end sections of both arms 21, 22 are displaced in the direction of transverse movement 13.
  • the position of the second end section of the first arm 21 on the guide rail 29 shown in FIG. 1B corresponds to a predetermined position at which a switch is made between the temporary blocking with regard to the displacement and a temporary blocking with regard to the rotation about the rotary sliding joint J22. Further displacement of the second end section of the first arm 21 thus also displaces the second end section of the second arm 22. Consequently, the distance between the second end sections of both arms 21, 22 cannot be reduced below the minimum distance shown in FIG. 1B. In this positioning of the second end sections of both arms 21, 22 with a minimum distance, the distance between the first end sections of both arms 21, 22 and the guide rail 29 in the transverse movement direction 13 is at a maximum.
  • FIG. 1C shows the adjustment device 2 from FIGS. 1A and 1B in a further different position of the two arms 21, 22 relative to the guide rail 29.
  • the second end sections of both arms 21, 22 are along the first adjustment direction by means of the drive element 28, not shown postponed.
  • the second end portion of the second arm 22 is blocked from rotating about the pivot J22.
  • any displacement of the second end section of the first arm 21 by means of the drive element 28, not shown leads to a displacement of the second end sections of both arms 21, 22 along the longitudinal axis A29 of the guide rail 29.
  • such a displacement leads to the displacement of the first end sections of both arms 21, 22 in parallel movement direction 14.
  • both arms 21, 22 are displaced together in relation to FIG. 1C along the first adjustment direction up to a respective second end position.
  • a displacement of the second end section of the second arm 22 along the first adjustment direction beyond the second end position can be blocked, for example, by the design of the guide rail 29 or by the drive element 28 (not shown).
  • the first end sections of both arms 21, 22 also have a maximum displacement along the parallel movement direction 14.
  • the movement sequence described can run in reverse order by reversing from the first to the second adjustment direction.
  • the reversal from the first to the second or from the second to the first adjustment direction is basically possible at any position of the second end section of the first arm 21 that deviates from the end positions.
  • FIG. 2A shows a perspective view of a first embodiment of the adjusting device 2.
  • the first arm 21 is curved in the plane of extension of both arms 21, 22 and is configured essentially in the shape of a circular arc.
  • the first arm 21 is articulated with its first end section rotatably on a fitting element 15 and with its second end section rotatable about its axis of rotation A21 on a first carriage 24 .
  • the first arm 21, the fitting element 15 and the first carriage 24 have receiving openings 12, 214, 241 for receiving connecting means 26.
  • one of the connecting means 26 extends through a receiving opening 12 in the fitting element 15 and a receiving opening in the first arm 21 and through a receiving opening 214 in the first carriage 24 and a receiving opening 214 in the first arm 21.
  • the first carriage 24 is slidably mounted on the guide rail 29.
  • the second arm 22 is curved in an S-shape in the extension plane of both arms 21 , 22 .
  • the second arm 21 is articulated with its first end section rotatably on the fitting element 15 and with its second end section rotatable about its axis of rotation A22 on a second carriage 25 .
  • the second arm 22, the fitting element 15 and the second carriage 25 have receiving openings 12, 222, 251 for this purpose.
  • a connecting means 26 extends through a receiving opening 12 of the fitting element 15 and a receiving opening of the second arm 22 as well as through a receiving opening 251 of the second carriage 25 and a receiving opening 222 of the second arm 22.
  • the second carriage 25 is slidably mounted on the guide rail 29.
  • the arms 21, 22 intersect in an intersection area.
  • the second arm 22 has a cylindrical guide element 221 and the first arm 21 has a guide link 211 .
  • the guide element 221 extends into the guide link 211.
  • the adjustment device 2 also has a drive element 28 (not shown) that is operatively connected to the second end section of the first arm 21, by means of which the second end section of the first arm 21 can be moved along the guide rail 29 via the first carriage 24 .
  • All receiving openings 12, 214, 222, 241, 251, all connecting means 26 and the rotary sliding joint J2 are arranged in such a way that all possible rotations of both arms 21, 22 about each of the rotary connections are restricted to the extension plane of the two arms 21, 22.
  • the axes of rotation A21, A22 of the two arms 21, 22 are arranged parallel to one another.
  • the guide rail 29 has a circular arc-shaped rotating section 291 for realizing the temporary blocking of the second end section of the second arm 22 with respect to the displacement along the guide rail 29 . Furthermore, the guide rail 29 has a translation section 292 running along the axis of longitudinal extension A29 for realizing the temporary blocking of the second arm 22 with respect to the rotation about its axis of rotation A22. The translation section 292 extends essentially along the adjustment path of the second end section of the second arm 22.
  • the adjustment device 2 shown in FIG. 2A also includes a switchover device 23 for the switchable temporary blocking is connected to the second arm 22 and extends in the radial direction with respect to the axis of rotation A22 of the second arm 22 .
  • both arms 21, 22 of the configuration shown in FIG. 2A can thus realize an adjustment movement with essentially two movement components.
  • the first end sections of both arms 21, 22 describe a movement in the transverse direction of movement 13.
  • the first end sections of both arms 21, 22 describe by means of the displacement of the second end sections of both arms 21, 22, a movement in parallel movement direction 14.
  • Both the second end section of the first arm 21 and the second end section of the second arm 22 are positioned in their first end position in FIG. 2A and are therefore at the maximum distance from one another.
  • the engagement of the guide lever 231, which is fixedly connected to the second arm 22, in the rotating section 291 also blocks the displacement of the second end section of the second arm 22 in the first end position.
  • the guide element 221 of the second arm rests against a first stop 212 of the guide link 211 of the first arm 21 .
  • the illustrated positioning of the second end sections of both arms 21, 22 thus shows the second end sections in their first end position, the distance between the first end sections of both arms 21, 22 and the guide rail 29 in the direction of transverse movement 13 being minimized.
  • FIG. 2B shows a perspective view of the adjustment device from FIG. 2A in a different position of the two arms 21, 22 relative to the guide rail 29.
  • the second end section of the first arm 21 is displaced along the first adjustment direction by means of the drive element 28, which is not shown.
  • the second end section of the second arm 22 is in an identical position to that in FIG. 2A due to the temporary blocking of the adjustment along the longitudinal axis A29.
  • Both arms 21, 22 are rotated about the respective axis of rotation A21, A22 in relation to FIG.
  • the first end sections of both arms 21, 22 are only marginally adjusted in a direction of parallel movement 14.
  • the first end sections of both arms 21, 22 are displaced in the direction of transverse movement 13.
  • FIG. 2C shows the adjustment device 2 from FIGS. 2A and 2B in a further different position of the two arms 21, 22 relative to the guide rail 29.
  • the second end sections of both arms 21, 22 are along the first adjustment direction by means of the drive element 28 (not shown) in such a way that a contact section 245 connected to the first carriage 24 rests against a further contact section 223 connected to the second arm 22.
  • the guide lever 231 which is firmly connected to the second arm 22, engages in the translation section 291.
  • the rotation of the second arm 22 about its axis of rotation A22 is blocked.
  • any displacement of the second end section of the first arm 21 by means of the drive element 28 therefore leads to a displacement of the second end sections of both arms 21, 22 along the longitudinal axis A29 of the guide rail 29.
  • a displacement leads to the displacement of the first end sections of both arms 21, 22 in the direction of parallel movement 14.
  • the guide element 221 of the second arm 22 rests against a second stop 213 of the guide link 211 of the first arm 21 and thus blocks further displacement of the first end sections of both arms 21, 22 in the direction of transverse movement 13.
  • the two arms 21, 22 are moved together in relation to FIG. 2C along the first adjustment direction up to a respective second end position.
  • common adjustment means that the distance between the second end sections of both arms 21, 22 relative to one another does not change during the displacement.
  • a displacement of the second end section of the second arm 22 along the first adjustment direction beyond the second end position can be blocked, for example, by the design of the guide rail 29 or by the drive element 28 (not shown).
  • the first end sections of both arms 21, 22 also have a maximum displacement along the parallel movement direction 14.
  • the movement sequence described can run in reverse order by reversing from the first to the second adjustment direction.
  • the reversal from the first to the second or from the second to the first adjustment direction is basically possible at any position of the second end section of the first arm 21 that deviates from the end positions.
  • the contact section 245 can be arranged on the first arm 21 instead of on the first carriage 24 .
  • the further contact section 223 can also be arranged on the second carriage 25 instead of on the second arm 22 .
  • the fitting element 15 can be dispensed with if the vehicle locking element to be connected to the adjustment device 2 is set up to be rotatably connected to the first end sections of both arms 21 , 22 .
  • FIG. 3A shows a perspective view with a partial cross section of a second embodiment of the adjustment device 2.
  • the shape and arrangement of both arms 21, 22 and the guide rail 29 correspond to the embodiment shown in FIG. 2A.
  • FIG. 3A thus shows the first carriage 24, which is rotatably connected to the first arm 21 by a connecting means 26.
  • the first carriage 24 encompasses the drive element 28 designed as a threaded rod.
  • the first carriage 24 also has internal teeth in the hollow body formed by the grip, which meshes with the threaded rod.
  • the threaded rod is aligned along the longitudinal axis A29 of the guide rail 29 and is rotatably mounted at at least two points.
  • FIG. 3A shows the second carriage 25 which is rotatably connected to the second arm 22 by a connecting means 26 .
  • the latter On a side of the second carriage 25 facing the first carriage 24 , the latter is supported with a translation stop 224 on a corresponding stop 295 of the guide rail 29 .
  • FIG. 3B shows the adjusting device 2 shown in FIG. 3A, the second end section of the first arm 21 being moved up to the minimum distance from the second end section of the second arm 22 by means of the threaded rod.
  • the guide element 221 of the second arm 22 has thus been displaced along the guide link 211 of the first arm 21 and is in contact with the second stop 213 of the guide link 221 .
  • the second arm 22 is rotated about its axis of rotation A22 compared to the representation in FIG.
  • Each displacement of the second end section of the first arm 21 by means of the threaded rod therefore leads to a displacement of the second end sections of both arms 21, 22 along the longitudinal axis A29 of the guide rail 29.
  • the embodiment shown is set up in particular to switch without an electronic switching device 23 between blocking the displacement of the second end section of the second arm 22 along the guide rail 29 and blocking the rotation of the second arm 22 about its axis of rotation A22.
  • an electronic switching device 23 By dispensing with an electronic switching device 23, the probability of failure can be reduced due to the associated omission of corresponding sensors, interfaces and control signals.
  • the drive element 28 for driving the first carriage 24 can be designed as a toothed belt drive instead of as a threaded rod.
  • a toothed belt is generally characterized by reduced material and production costs and a reduced weight compared to a threaded rod.
  • FIG. 4A shows a perspective view of a fourth embodiment variant of the adjustment device 2.
  • the shape and arrangement of both arms 21, 22 and the guide rail 29 and both carriages 24, 25 correspond to the embodiment shown in FIG. 3A.
  • the adjusting device 2 shown in FIG. 4A has a locking element 243 which is rotatably connected to the first carriage 24 .
  • the locking element 243 is articulated on the first carriage 24 such that it can be pivoted about a pivot axis parallel to the transverse movement direction 13 such that it has a neutral position essentially parallel to the guide rail 29 .
  • the second arm 22 has a pin-shaped locking receptacle 252 which is firmly connected to the second arm 22 and is therefore rotatable about the axis of rotation A22 of the second arm.
  • the locking receptacle 252 is arranged on the second arm 22 in such a way that the locking receptacle 252 extends parallel to the pivot axis of the locking element 243 in a position of the second arm 22 in which the guide lever 231 engages in the translation section 292.
  • the locking element 243 has a wedge section 246 on an end facing the second arm 22 in the illustrated neutral position. This wedge section 246 enables the locking element 243 to come into contact with the pin-shaped locking receptacle 252 when the first carriage 24 is adjusted along the first adjustment direction.
  • the swiveling Locking element 243 is pivoted about its pivot axis by the wedge-shaped wedge section 246 when reducing the distance between the second end sections of both arms 21 , 22 .
  • the locking element 243 is set up by the dead weight of the locking element 243 or by an elastic element 244 applying a restoring torque to the locking element 243, when a locking position of the second end sections of both arms 21, 22 is reached, to grip the locking receptacle 252 in a form-fitting manner.
  • the guide rail 29 of the embodiment shown in FIG. 4A has an elastic unlocking projection 293 in the form of a leaf spring.
  • the unlocking projection 293 is attached to the guide rail 29 in such a way that a surface normal of the unlocking projection 293 encloses an acute angle with the axis of rotation A21 of the first arm 21 .
  • the unlocking projection 293 is connected to the guide rail 29 in such a way that the unlocking projection 293 is deflected from a rest position by a force acting along the surface normal.
  • the unlocking projection 293 is thus set up to interact with an unlocking lever 247 fixedly connected to the locking element 243 in a locking position of the second end section of the first arm 21 .
  • the type of interaction differs qualitatively with regard to the adjustment direction with which the unlocking lever 247 is moved onto the unlocking projection 293 .
  • the interaction of the unlocking lever 247 with the unlocking projection 293 results in the unlocking lever 247 applying a force acting along the surface normal. Accordingly, the unlocking projection 293 is deflected. In this case, in particular, no torque is transmitted to the locking element 243 .
  • the unlocking lever 247 is supported on the unlocking projection 293 in such a way that the applied force acts essentially perpendicularly to the surface normal. Accordingly, the unlocking projection 293 is not deflected.
  • the locking element 243 pivots about its pivot axis.
  • the locking position corresponds to the unlocking position, but locking takes place exclusively when the second end section of the first arm 21 is adjusted along the first adjustment direction and unlocking takes place when there is an adjustment along the second adjustment direction.
  • FIG. 4B shows the adjustment device 2 from FIG. 4A with the second end section of the first arm 21 partially adjusted in the first adjustment direction compared to the illustration in FIG. 4A .
  • the guide lever of the switching device 23 is in engagement with the rotating section 291.
  • FIG. 4C shows the two arms 21, 22 in the locking position in which the locking receptacle 252 and the locking element 243 are positively connected.
  • the guide lever 231 of the switching device 23 engages in the translation section 292.
  • FIG. 5A shows a fourth embodiment of the adjusting device 2 with an alternative embodiment of the locking element 253 and the locking receptacle 248.
  • the shape and arrangement of both arms 21, 22 and the guide rail 29 correspond to the embodiment shown in FIG. 3A.
  • the first carriage 24 has the locking receptacle 248, which is firmly connected to the first carriage 24, in the form of a projection.
  • the locking receptacle 248 comprises a first and a second engagement section, which are aligned perpendicular to the first and second adjustment direction.
  • the second carriage 25 has the locking member 253 rotatably connected.
  • the locking element 253 is formed so that it engages around the locking receptacle 248 in a form-fitting manner at the engagement sections of the locking receptacle 248 . In this case, it may be necessary for the locking receptacle 248 encompassed by the locking element 253 to have play with respect to a movement along the first or second adjustment direction.
  • the locking element 253 is articulated on the second carriage 25 such that it can be pivoted about a pivot axis parallel to the transverse movement direction 13 .
  • the locking element 253 includes a guide pin 254, which is arranged perpendicularly to the first and second adjustment direction on the locking element 253.
  • the guide rail 29 has a further translation section 297 for guiding the guide pin 254 along the first and second adjustment direction.
  • the guide rail has a pivoting section 294, which extends essentially perpendicularly to the first and second adjustment direction and is arranged on the guide rail 29 in such a way that the locking element 253 can be locked in the first end position of the second end section of the second arm 22 with the guide pin 254 can engage in the pivoting section 294 .
  • the locking element 253 is set up to be permanently subjected to a first torque by means of its own weight or an elastic torsion element in order to automatically engage in the pivoting section 294 .
  • an adjustment of the second end section of the first arm 21 along the first adjustment direction in the locking position leads to the interaction of the locking receptacle 248 with the locking element 253 248 the locking element 253 with a second torque, which pivots the locking element 253 such that the locking element 253 engages the locking receptacle 248 in a form-fitting manner.
  • the guide pin 254 of the locking receptacle pivots out of the pivoting section 294 into the further translation section 297. If the carriages 24, 25 are moved further along the first adjustment direction, they remain positively connected throughout the entire parallel movement.
  • the locking element 253 does not have to be subjected to the second torque by the locking receptacle 248 . Since the locking element 253 is set up to be permanently subjected to a first torque by means of its own weight or a torsion element, the locking element 253 automatically engages in the pivoting section 294 . Thus, when adjusting the second end portion of the first arm 21 along the second adjustment direction in the unlocking position, the positive connection between the first carriage 24 and the second carriage 25 is released.
  • the guide pin 254 can be guided in the further translation section 297 or in the translation section 292 instead of in the parallel movement.
  • the further translation section 297 and the translation section 292 can be identical. As a result, the manufacturing cost of the guide rail 29 can be reduced.
  • FIG. 6A shows a perspective detail view of an embodiment of the switching device 23 and the guide rail 29.
  • the guide lever 231 has a central receiving opening 233 for receiving a connecting means 26.
  • FIG. The guide lever 231 is set up by means of this connecting means 26 to be firmly connected to the second arm 22 of the adjusting device 2 .
  • the guide lever 231 is also set up to be arranged in the adjusting device 2 so as to be rotatable about the axis of rotation A22 of the second arm 22 .
  • the guide lever 231 is designed point-symmetrically with respect to the receiving opening 233 .
  • the guide lever 231 thus has two end sections 232, on each of which a bearing element 236 is provided for support on an edge of a translation section 292.
  • the translational section 292 of the guide rail 29 also comprises two parallel trench-shaped structures, with which a bearing element 236 is in engagement during the parallel movement.
  • the perpendicular spacing of the trench-like structures is smaller than the radius of the smallest circle that completely encloses the guide lever 231 together with the bearing elements 236 .
  • the guide lever 231 can only engage in the translation section 292 in such a way that a connecting line between the two bearing elements 236 is at an angle with respect to the longitudinal axis A29 of the guide rail 29 .
  • this reduces the play of the guide lever 231, which engages with the translation section 292, with regard to the rotation about the axis of rotation A22 of the second arm 22.
  • the guide rail 29 has no structures with which the guide lever 231 can move via the bearing elements 236 can get into the system.
  • the guide lever 231 positioned in the rotation section is not restricted by the guide rail 29 with respect to the rotation about the rotation axis A22.
  • the guide lever 231 is connected to two radially opposite fastening sections, offset axially.
  • An end section of a knee-lever joint 239 is articulated on each of these fastening sections.
  • the respective other end section of each of the two knee-lever joints is also linked to a respective brake shoe 238 .
  • one brake shoe 238 is supported on one braking section 296 of the guide rail 29 in each case.
  • FIG. 6B shows a detailed representation of the knee-lever joints 239 with the connected brake shoes 238.
  • the two brake shoes 238 are linearly guided by means of two projections 249 connected to the second carriage 25 in such a way that a movement relative to the guide lever 231 is only orthogonal to the longitudinal axis A29 can take place.
  • the brake shoes 238 are set up via the knee-lever joints 239 to be moved away along a surface normal of the brake sections 296 by rotating the guide lever 231 . Consequently, the switchover device 23 is set up to produce or release a non-positive or frictional connection by means of the brake shoes 238 by rotation along one of two directions of rotation about the axis of rotation A22.
  • FIG. 7A shows a perspective view of a first embodiment of a door assembly.
  • a door assembly comprises at least one adjusting device 2, a door guide rail 3 and a door 1 that is articulated on the adjusting device 2 and guided along the door guide rail 3.
  • FIG. 7A shows the embodiment relative to a Cartesian coordinate system consisting of the three directions AV1, AV2, AV3, it being possible for AV1 in particular to correspond to a longitudinal axis of a vehicle without loss of generality.
  • the door assembly can be arranged in such a way that the longitudinal axis A29 of the guide rail 29 is arranged in alignment with a wheel 4 of the vehicle.
  • the door 1 of the illustrated embodiment extends in a door plane spanned by the first and second directions AV1, AV2.
  • the door has two sections parallel to the first direction AV1 two sections parallel to the second direction AV2.
  • the door is firmly connected to a fitting element 15 in an edge region in which the section closest to the origin of the coordinates and parallel to the first direction AV1 and the section closest to the origin of the coordinates and parallel to the second direction AV2 meet.
  • the first end sections of the first and second arms 21, 22 of the adjustment device 2 are pivoted to this fitting element 15 in each case so as to be rotatable about an axis of rotation parallel to the second direction AV2.
  • the door has a guide element 11 in a further edge region, which is offset relative to the fitting element 15 along the second direction AV2.
  • the guide element 11 is in engagement with the door guide rail 3 for guiding the door 1 along the door guide rail 3 .
  • the adjustment device 2 also includes a guide rail 29 extending along a longitudinal axis A29, on which the first and second arm 21, 22 are articulated in each case with the second end section so as to be displaceable along the longitudinal axis A29.
  • Both arms 21, 22 extend in a common plane of extent spanned by the first and third direction AV1, AV3, with both arms 21, 22 intersecting in a projection onto the plane of extent in an intersection region.
  • the first arm 21 and the second arm 22 are connected by a rotary sliding joint J2.
  • the rotary sliding joint J2 is designed to be displaceable relative to the first arm 21 and not displaceable relative to the second arm 22 .
  • the adjusting device 2 has a motor 27 by means of which the second end section of the first arm 21 can be moved along the guide rail 29 via a drive element 28 (not shown).
  • the arms 21, 22 of the configuration shown in FIG. 7A can essentially realize two externally powered movements of the door 1.
  • the first end sections of the arms 21, 22 and thus the door 1 describe a transverse movement, in which the door is essentially orthogonal to the longitudinal axis A29 of the guide rail 29 is moved.
  • the first end sections of both arms 21, 22 and therefore the door 1 describe a parallel movement parallel to the longitudinal axis A29 of the guide rail 29 by means of the displacement of the second end sections.
  • the door guide rail 3 is shaped in such a way that an adjustment path specified by the door guide rail 3 for the guide element 11 corresponds to a parallel-shifted trajectory of the first end section of the second arm 22 .
  • FIG. 7B shows a perspective view of the embodiment from FIG. 7A in a different position of the arms 21, 22 and the door 1.
  • the second end section of the first arm 21 is displaced along the first adjustment direction.
  • the second end section of the second arm 22 is in an identical position to that in FIG. 7A due to the temporary blocking of the adjustment along the longitudinal axis A29.
  • Both arms 21 , 22 are rotated about respective pivotal connections with the guide rail 29 such that the rotary sliding joint J2 connecting the arms 21 , 22 is displaced along the first arm 21 toward the second end portion of the first arm 21 .
  • the first end sections of both arms 21, 22 and consequently the door 1 are essentially displaced 1 in the direction of transverse movement 13 in relation to FIG. 7A.
  • the first end portion of both arms 21, 22 and thus the door 1 are insignificant along the
  • both arms 21, 22 are displaced along the first adjustment direction compared to FIGS. 7A and 7B.
  • the distance between the first end sections of both arms 21, 22 and the guide rail 29 and thus the door 1 in the direction of transverse movement 13 is at a maximum. In this way, the door 1 can in particular be guided past the wheel 4 shown in FIGS. 7A-7B without coming into contact with it.
  • the movement sequence described can run in reverse order by reversing from the first to the second adjustment direction.
  • the reversal from the first to the second or from the second to the first adjustment direction is basically possible at any position of the second end section of the first arm 21 that deviates from the end positions.
  • the adjustment device 2 of the door assembly can be arranged in a position relative to the door 1 that differs from the position shown.
  • an arrangement at the position of the door guide rail 3 shown in FIGS. 7A-7C is also possible.
  • a door guide rail 3 can be dispensed with.
  • an arrangement of the guide rail 29 of the adjusting device 2 next to the door 1 is possible. Referring to the illustrations 7A-7C, this means that the guide rail 29 can be positioned above the wheel 4 in relation to the second direction AV2.
  • an interior space that can be closed with the door assembly in particular a floor of an interior space, can be configured free of movable structures. This can improve protection for people entering and leaving the interior.
  • the door guide rail 3 can be arranged in a position relative to the door 1 that differs from the position shown.
  • an arrangement at the position of the guide rail 29 shown in FIGS. 7A-7C is also possible.
  • an arrangement of the door guide rail 3 of the adjustment device 2 next to the door 1 is possible. With reference to the illustrations 7A-7C, this means that the door guide rail 3 can be positioned above the wheel 4 in relation to the second direction AV2.
  • FIG. 8 shows a plan view of a vehicle having an embodiment of the door assembly according to the invention.
  • the vehicle is shown relative to a Cartesian coordinate system consisting of the two directions AV1, AV3, with AV1 in particular being able to correspond to the longitudinal axis of the vehicle without loss of generality.
  • the adjustment device 2 of the door assembly also includes the guide rail 29 which extends along the longitudinal axis A29 and on which the first and second arms 21, 22 are each articulated with the second end section so as to be displaceable along the longitudinal axis A29.
  • Both arms 21, 22 extend in the common extension plane spanned by the first and third direction AV1, AV3, both arms 21, 22 crossing one another in a projection onto the extension plane in an intersection area.
  • the first arm 21 and the second arm 22 are connected by a rotary sliding joint J2.
  • the second end section of the first arm 21 can be moved along the guide rail 29 by external force via a drive element 28 (not shown).
  • the arms 21, 22 can realize an externally powered adjustment movement of the door 1 with essentially two movement components. As described for the adjusting device 2 and the door assembly, the door 1 can be opened via the arms 21, 22 in
  • Transverse direction of movement 13 and be moved in parallel direction of movement 14.
  • FIG. 9A shows a plan view of a first embodiment of a switching assembly.
  • a switching assembly has at least one guide rail 29, the door adjustment arm 22 and a guide lever 231.
  • One end section of the door adjustment arm 22 can be rotated about an axis of rotation A22 and is articulated on the guide rail 29 so that it can be displaced along a translation section 292 of the guide rail 29 between a first and second end position.
  • the guide lever 231 of the illustrated embodiment is firmly connected to the door adjustment arm 22 and can therefore be rotated about the axis of rotation A22.
  • the guide rail 29 has a circular-arc-shaped rotating section 291 and a rectilinear translational section 292 .
  • the guide lever 231 is shaped and arranged on the door adjustment arm 22 in such a way that in the first end position of the end section of the door adjustment arm 22 it engages either in the rotation section 291 or in the translation section 292 in a switchable manner.
  • the guide lever 231 blocks a rotation of the door adjustment arm 22 about the axis of rotation A22 when it engages in the translation section 292 .
  • the guide lever 213 also blocks a displacement of the door adjustment arm 22 along the translation section 292 when it engages in the rotation section 291.
  • the switching assembly is set up to block the rotation of the door adjustment arm 22 about its axis of rotation A22 or translation of the door adjustment arm 22 along the translation section 292 depending on the engagement of the guide lever 231 in the rotation section 291 or the translation section 292 .
  • the door adjustment arm 22 can be connected to a door 1 in order to bring about a switchable adjustment of the door 1.
  • the switching assembly also has a further arm 21, by means of which the door adjustment arm 22 can be adjusted in accordance with an unblocked degree of freedom.
  • the guide lever 231 of the illustrated embodiment is disposed below the door moving arm 22 along the direction of the plan view.
  • the guide lever 231 is shown in FIG Projection essentially shaped as a rectangle with rounded corners.
  • the guide lever 231 is firmly connected to the door adjustment arm 22 via a connecting means 26 in such a way that the guide lever 231 protrudes with two end sections 232 under the door adjustment arm 22 .
  • the guide lever 231 is supported with each of the two end sections 232 on a boundary of the rotary section 291.
  • the boundary of the rotary section 291 in the area of contact between the guide lever 231 and the boundary has surface normals which form an angle other than zero with the longitudinal axis A29 lock in.
  • FIG. 9B shows a top view of the embodiment from FIG. 9A in a different position of the door adjustment arm 22 and the guide lever 231.
  • the door adjustment arm 22 and thus the guide lever 231 are rotated about the axis of rotation A22 compared to the position in FIG. 9A.
  • the guide lever 231 is supported with the two end sections 232 each on a boundary of the translation section 292.
  • the boundary of the translation section 292 has surface normals in the area of contact between the guide lever 231 and the boundary, which are aligned parallel to the longitudinal axis A29. Thus, in the configuration shown, rotation of the door adjustment arm 22 about the axis of rotation A22 is blocked.
  • FIG. 10A shows a perspective view of a second embodiment of the switchover assembly, with the door adjustment arm 22 and the guide rail 29 not being shown.
  • the switching assembly 231 On each of the two end sections 232 of the guide lever 231, the switching assembly 231 has the bearing element 236 for support on a boundary of the rotating section 291 or translational section 292 (not shown).
  • a bearing receiving opening 234 is made in the guide lever 231 in the area of the end sections 232 .
  • One of the bearing elements 236 extends through these in sections, with an axis A236 of the bearing element 236 that is parallel to the axis of rotation A22 of the second arm.
  • each bearing element 236 that extends into the bearing receiving opening 234 is shaped in such a way that the bearing element 236 has a clearance D in the radial direction on the axis A236 of the bearing elements 236 .
  • 10B shows a cross section of the embodiment shown in FIG. 10A. 10A and 10B also has two elastic radial elements 235, which are connected to the guide lever 231 and one of the bearing elements 236 in such a way that a force is applied to each bearing element 236 in the direction of the radial play D.
  • each of the bearing elements 236 is set up to be deflected from the position shown by a force acting in the direction of play D in such a way that the axis A236 of the respective bearing element 236 is offset in parallel along a radial direction relative to the axis A236 of the bearing element 236.
  • the bearing element 236 can thus have play, in particular along a surface normal of the boundary of a rotation section 291 or translation section 292 .
  • the bearing element 236 can be set up in the intended operation to be supported with a contact pressure on the boundary of a rotation section 291 or translation section 292 .
  • the bearing element can thus also be supported on the edge of a rotating section 291 or translation section 292 which, due to manufacturing tolerances or wear, has a variable spacing from the guide lever 231.
  • FIG. 11A shows a perspective view of a third embodiment of the switchover assembly, with the door adjustment arm 22 and the guide rail 29 not being shown.
  • the guide lever 231 is designed point-symmetrically with respect to a central receiving opening 233 for a connecting means 26 .
  • the switchover assembly has the bearing element 236 for support on an edge of the rotation section 291 or translation section 292 (not shown).
  • the guide lever 231 has two end sections 232 that are not formed integrally. Each of the two end portions 232 of the guide lever 231 is slidably disposed on the guide lever 231 by the clearance D in a radial direction with respect to the axis A22 of the guide lever 231 .
  • FIG. 11B shows a cross section of the embodiment shown in FIG. 11A.
  • the switching assembly shown in FIGS. 11A and 11B has two elastic radial elements 235 which are connected to the guide lever 231 and one of the end sections 232 in such a way that a force is applied to the respective one end section 232 in the direction of the radial play D.
  • the bearing receiving openings 234 are also made in each case in the end sections 232 .
  • One of the bearing elements 236 with an axis A236 of the bearing element 236 that is parallel to the axis of rotation A22 of the door adjustment arm 22 extends through these in sections.
  • Each of the bearing elements 236 is thus set up to be deflected out of the position shown by a force acting in the direction of play D , that the axis A236 of the respective bearing element 236 is displaced in parallel along a radial direction relative to the axis A236 of the bearing element 236 .
  • FIG. 12A shows a plan view of a fourth embodiment of the guide lever 231 and the guide rail 29 of the switching assembly.
  • the guide lever 231 is connected to the door adjustment arm 22 in a manner that is not shown in such a way that the guide lever 231 can be rotated about the axis of rotation A22 of the door adjustment arm 22 .
  • the guide rail 29 comprises the translation section 292 extending along the longitudinal axis A29 of the guide rail 29 and a rotational section 291.
  • the translation section 292 has two borders parallel to one another and to the longitudinal axis A29 for guiding the guide lever 231 along the longitudinal axis A29.
  • the rotating section 29 has two boundary sections that are essentially in the shape of arcs of a circle for guiding the guide lever 231 during a rotation about the axis of rotation A22. In this sense, all the boundaries of the guide rail 29 that are parallel to the longitudinal axis A29 belong to the translation section 292 , even if they are interrupted by the rotation section 291 .
  • the guide lever 231 is supported with the two end sections 232 each on a boundary of the rotation section 291. In the configuration shown, the displacement of the guide lever 231 along the translation section 292 is blocked. In contrast, in the configuration shown, the rotation of the guide lever 231 about the axis of rotation A22 is released.
  • FIG. 12B shows a top view of the embodiment from FIG End sections each supported on a boundary of the translation section 292.
  • the two arms 21, 22 can be configured in different shapes in order to adapt the adjustment path of the first end sections of both arms 21, 22 in the direction of transverse movement 13.
  • the guide link 211 can have a shape that deviates from an arc of a circle. As a result of such an adjustment, a transverse movement that is not orthogonal to the longitudinal axis A29 is also possible in principle.
  • the arms 21 , 22 can be hollow in sections or have recesses to reduce the amount of material used and thus to reduce costs and weight.
  • the two arms 21, 22 can be stiffened by means of beads.
  • a variant of the adjusting device 2 according to the invention that deviates from the illustrated embodiments can have an electronic switching device 23 which, in response to an electrical switching signal, a magnetic switching signal or a radio switching signal, switches between the blocking of the rotation of the second arm 22 about the axis of rotation A22 and the blocking the displacement of the second arm 22 along the longitudinal axis A29 switches.
  • the adjusting device 2 can have sensory means for detecting the position of the first arm 21 and/or the second arm 22 .
  • the adjusting device 2 can provide mechanical or electrical means for implementing anti-trap protection.
  • the motor 27 can be set up by means of a power limiter to interrupt the adjustment movement independently of the adjustment direction in the event of a trapping incident.
  • a power limit of the power limitation can be designed in such a way that a risk of injury due to a part of the body being trapped can be reduced.
  • the operative connection of the drive element 28 to the second end section of the first arm 21 can be established via a frictional connection.
  • a friction element connected to the drive element 28 can be supported via a contact pressure on a further friction element connected to the first arm 21 .
  • the connecting elements 26 can also be formed as rivets or as integrally formed connecting structures, deviating from the illustrated form as screws.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power-Operated Mechanisms For Wings (AREA)

Abstract

L'invention concerne un dispositif de réglage (2) conçu pour régler un élément de fermeture de véhicule sur un véhicule, comprenant un premier bras (21) comportant une première partie terminale destinée à être reliée à l'élément de fermeture de véhicule et un deuxième bras (22) comportant une première partie terminale destinée à être reliée à l'élément de fermeture de véhicule. Ce dispositif de réglage (2) comprend également un rail de guidage (29) s'étendant le long d'un axe longitudinal (A29), sur lequel le premier et le deuxième bras (21, 22) sont articulés de manière à pouvoir être déplacés le long de l'axe longitudinal (A29), respectivement au moyen d'une deuxième partie terminale, ainsi qu'un élément d'entraînement (28) qui coopère avec la deuxième partie terminale du premier bras (21) et qui permet de déplacer la deuxième partie terminale du premier bras (21) le long du rail de guidage (29). Le premier bras (21) et le deuxième bras (22) sont reliés au moyen d'une articulation à rotation et coulissement pour mettre en œuvre un mouvement transversal selon lequel les premières parties terminales du premier et du deuxième bras (21, 22) sont déplacées se manière sensiblement perpendiculaire à l'axe longitudinal (A29) du rail de guidage (29), et un mouvement parallèle de la première partie terminale parallèlement à l'axe longitudinal (A29) du rail de guidage (29).
PCT/EP2021/069428 2020-07-16 2021-07-13 Dispositif de réglage pour régler un élément de fermeture de véhicule et module de commutation permettant de commuter entre de degré de liberté de rotation et un degré de liberté de translation Ceased WO2022013202A1 (fr)

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DE102020208945.0A DE102020208945A1 (de) 2020-07-16 2020-07-16 Verstellvorrichtung zur Verstellung eines Fahrzeugschließelements und Umschaltbaugruppe zur Umschaltung zwischen einem Rotations- und Translationsfreiheitsgrad
DE102020208945.0 2020-07-16

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WO2022013202A1 true WO2022013202A1 (fr) 2022-01-20

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PCT/EP2021/069428 Ceased WO2022013202A1 (fr) 2020-07-16 2021-07-13 Dispositif de réglage pour régler un élément de fermeture de véhicule et module de commutation permettant de commuter entre de degré de liberté de rotation et un degré de liberté de translation

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WO2024211942A1 (fr) * 2023-04-12 2024-10-17 Julius Blum Gmbh Système de guidage pour le support mobile d'un élément de recouvrement
US12583528B2 (en) * 2022-11-15 2026-03-24 Hyundai Motor Company Moving object cabin and moving object including the same

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AT526416B1 (de) * 2023-04-12 2024-03-15 Kdm Innovation Gmbh Führungssystem zur bewegbaren Lagerung wenigstens eines Abdeckelements zum Abdecken einer Öffnung in einer feststehenden Struktur

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US8713852B2 (en) * 2011-12-14 2014-05-06 Hyundai Motor Company Invisible sliding door

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DE3643964C1 (en) 1986-12-22 1988-02-11 Siegenia Frank Kg Setting-out device for the wing of a window, door or the like
DE8707044U1 (de) 1987-05-15 1987-07-09 W. Hautau GmbH, 3068 Helpsen Beschlag für einen mittels Ausstellarm abstellbaren Schiebeflügel für Fenster, Türen o. dgl.

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DE19647128A1 (de) * 1996-11-14 1998-05-20 Daimler Benz Ag Schwenklagerung für eine aufklappbare Fahrzeugtür
US8713852B2 (en) * 2011-12-14 2014-05-06 Hyundai Motor Company Invisible sliding door

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US12583528B2 (en) * 2022-11-15 2026-03-24 Hyundai Motor Company Moving object cabin and moving object including the same
WO2024211942A1 (fr) * 2023-04-12 2024-10-17 Julius Blum Gmbh Système de guidage pour le support mobile d'un élément de recouvrement

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