WO2024251564A1 - Dispositif d'entraînement de portière doté d'un appareil de frein - Google Patents

Dispositif d'entraînement de portière doté d'un appareil de frein Download PDF

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Publication number
WO2024251564A1
WO2024251564A1 PCT/EP2024/064643 EP2024064643W WO2024251564A1 WO 2024251564 A1 WO2024251564 A1 WO 2024251564A1 EP 2024064643 W EP2024064643 W EP 2024064643W WO 2024251564 A1 WO2024251564 A1 WO 2024251564A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
adjustment
braking
drive device
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/EP2024/064643
Other languages
German (de)
English (en)
Inventor
Daniel Schnapp
Tobias Gagel
Melanie Angermüller
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 WO2024251564A1 publication Critical patent/WO2024251564A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/60—Power-operated mechanisms for wings using electrical actuators
    • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
    • E05F15/611—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings
    • E05F15/616—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings operated by push-pull mechanisms
    • E05F15/622—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings operated by push-pull mechanisms using screw-and-nut mechanisms
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
    • E05C17/00—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith
    • E05C17/02—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means
    • E05C17/04—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing
    • E05C17/12—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod
    • E05C17/20—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod sliding through a guide
    • E05C17/203—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod sliding through a guide concealed, e.g. for vehicles
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/21—Brakes
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/218—Holders
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
    • E05Y2201/404—Function thereof
    • E05Y2201/418—Function thereof for holding
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
    • E05Y2201/47—Springs
    • E05Y2201/48—Leaf or leg springs
    • 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
    • E05Y2201/624—Arms
    • 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
    • E05Y2600/00—Mounting or coupling arrangements for elements provided for in this subclass
    • E05Y2600/50—Mounting methods; Positioning
    • E05Y2600/52—Toolless
    • E05Y2600/53—Snapping
    • 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 invention relates to a door drive device for adjusting a vehicle door relative to a vehicle body according to the preamble of claim 1.
  • Such a door drive device comprises an adjustment part that can be adjusted along an adjustment direction for transmitting power between the vehicle door and the vehicle body, a drive motor, a gear assembly that couples the drive motor to the adjustment part, and a gear housing that at least partially encloses the gear assembly.
  • a door drive device described in DE 10 2015 215 627 A1 has an adjustment part in the form of a safety strap, which is connected in an articulated manner to a vehicle body and can be adjusted via a drive device on the side of the vehicle door in order to move the vehicle door relative to the vehicle body.
  • the drive device has a cable drum that can be rotated and is connected to the adjustment part in the form of the safety strap via a transmission element in the form of a traction cable in such a way that by rotating the cable drum, the adjustment part is moved to the cable drum and the vehicle door can thus be adjusted.
  • the drive motor can be arranged on the side of the vehicle door, for example.
  • the adjustment part is coupled to the vehicle body and is also operatively connected to the drive motor in such a way that the adjustment part is adjusted via the drive motor and a force can thereby be created between the vehicle door and the vehicle body for the electric motor adjustment of the vehicle door relative to the vehicle body. Because, for example, the installation space in the vehicle door is limited, such a door drive device should be designed to save space, so that the door drive device only takes up a comparatively small installation space, for example in a vehicle door.
  • an automatic electromotoric adjustment of the vehicle door can be effected in an automatic mode or a motor-assisted, manual adjustment of the vehicle door can be effected in a servo mode.
  • a spindle drive arrangement is articulated on the one hand to the vehicle body and on the other hand to the tailgate.
  • the spindle drive arrangement is designed to be self-locking.
  • a vehicle door should be able to be adjusted between a closed position and a fully or partially open position.
  • the aim here is for the vehicle door to be held in position in the fully or partially open position and thus to remain in the position it has just taken up, although it must be taken into account that, depending on the incline of the vehicle, very different forces can act on the vehicle door in the direction of closing or in the direction of further opening.
  • an additional braking device is therefore provided in a transmission assembly, which is designed as a drum brake and can be switched between a coupling position and a freewheel position.
  • a transmission In the coupling position, a transmission is locked by the locking contact of at least one switching element on a coupling element formed by a brake pot, so that a vehicle door driven by the door drive device is locked in an assumed position.
  • Such a braking device in the transmission is generally associated with not inconsiderable additional costs and requires a separate control to switch the braking device.
  • the door drive device can be permanently energized in order to compensate for any adjustment forces that act on the vehicle door, for example due to the effect of gravity, using an electromotive force of the drive device. Because this requires a continuous energization of the door drive device, this leads to a load on the vehicle's electrical system, which may not be desirable.
  • the object of the present invention is to provide a door drive device for adjusting a vehicle door, which enables a vehicle door to be locked in a currently occupied position in a simple, cost-effective manner. This object is solved by an article having the features of claim 1.
  • the door drive device has a mechanical braking device which is designed to act between a section which is stationary with respect to the gear housing and the adjustment part or a gear part of the gear assembly which is operatively connected to the adjustment part and is movable along the adjustment direction for adjusting the adjustment part, in order to mechanically brake a movement of the adjustment part in at least one adjustment position of the adjustment part.
  • the door drive device has an adjustment part that can be adjusted along an adjustment direction, driven by an electric drive motor, in order to cause an adjustment force between the vehicle door and the vehicle body.
  • the adjustment part is connected, for example, on the one hand to the vehicle body and on the other hand to a gear element of the gear assembly, so that by adjusting the adjustment part the angular position of the vehicle door relative to the vehicle hysteria can be changed and thus the vehicle door can be pivoted relative to the vehicle body.
  • the door drive device can be designed in particular for automatic, electromotive adjustment of the vehicle door between a closed and a fully or partially open position. Additionally or alternatively, the door drive device can be designed to provide electromotive support in servo mode for manual adjustment of the vehicle door by a user, so that a user has to exert a (low) adjustment force that is essentially constant over the adjustment path of the vehicle door and any additional force required is applied by the drive motor of the door drive device.
  • the door drive device has a mechanical braking device that acts between a section that is fixed to the gear housing and the adjustment part or a gear element of the gear assembly that is adjustable together with the adjustment part along the adjustment direction and is operatively connected to the adjustment part. If the adjustment part is moved along the adjustment direction to adjust the vehicle door and the adjustment part thereby reaches a predetermined adjustment position, the braking device causes the vehicle door to be secured in the predetermined adjustment position. in that the braking device acts between the section fixed to the housing and the adjustment part or the gear part operatively connected to the adjustment part and thus causes a mechanical braking force between the section fixed to the housing and the adjustment part or the gear part operatively connected to the adjustment part.
  • the braking device acts between the section fixed to the transmission housing and the adjustment part or the transmission part operatively connected to the adjustment part, the braking device can be designed in a simple and cost-effective manner. In at least one predetermined adjustment position, the braking device causes a braking force between the transmission housing and the adjustment part or the transmission part operatively connected to the adjustment part, so that the vehicle door is thereby secured in a position associated with the predetermined adjustment position of the adjustment part.
  • the braking device can be designed in such a way that when a force is applied to the vehicle door that exceeds the braking force of the braking device, the vehicle door can be moved automatically, i.e. without a switching action on the braking device, from the position it has just assumed, which has been locked.
  • a separate actuation of the braking device to produce the braking effect and also to move the vehicle door from the braked position is preferably not required.
  • the adjustment part is moved along the adjustment direction via the gear part of the gear assembly.
  • the braking device can act directly between the adjustment part and the section that is stationary relative to the gear housing. Additionally or alternatively, the braking device can act between the gear part that is operatively connected to the adjustment part and can be adjusted together with the adjustment part along the adjustment direction and the section that is stationary relative to the gear housing, thus braking the adjustment part indirectly via the gear part.
  • the braking device is designed to act in a force-locking or force-positive manner between the section fixed to the transmission housing and the adjustment part or the transmission part of the transmission assembly that is operatively connected to the adjustment part. If the adjustment part is in the at least one predetermined adjustment position, the braking device thus brakes a movement of the adjustment part, so that the vehicle door is secured against external forces that are different from a user force, in particular against gravity and, for example, against wind force.
  • the braking device is here preferably not switchable, so that the braking device automatically causes a braking effect between the section fixed to the gear housing and the adjustment part or the gear part operatively connected to the adjustment part when the predetermined adjustment position is reached.
  • the braking device has at least one braking element which, in the at least one adjustment position, acts to brake between the section fixed to the transmission housing and the adjustment part or the transmission part of the transmission assembly operatively connected to the adjustment part.
  • the at least one braking element is preferably operatively connected to an associated counter-braking element, so that the operative connection between the braking element and the counter-braking element produces a braking effect between the section fixed to the transmission housing and the adjustment part or the transmission part operatively connected to the adjustment part.
  • the braking element can, for example, be arranged on the side of the section that is stationary relative to the transmission housing.
  • the associated counter-braking element with which the braking element is operatively connected in the predetermined adjustment position, is arranged on the side of the adjustment part or the transmission part operatively connected to the adjustment part.
  • the braking element is arranged on the side of the adjustment part or the gear part that is operatively connected to the adjustment part.
  • the counter-braking element is arranged on the side of the section that is stationary relative to the gear housing, whereby in the predetermined adjustment position there is again an operative connection between the braking element and the counter-braking element.
  • the at least one braking element is formed by a locking element which, in the at least one adjustment position, creates a locking connection between the section fixed to the gear housing and the adjustment part or the gear part of the gear assembly that is operatively connected to the adjustment part. If the adjustment part reaches the predetermined adjustment position, the braking element locks with an associated counter-braking element. If the predetermined adjustment position is reached, a locking connection is thus created between the section fixed to the housing and the adjustment part or the gear part that is operatively connected to the adjustment part. so that the adjustment part and thus the vehicle door are secured in the position assumed.
  • the at least one brake element is elastically arranged on the section of the transmission assembly that is stationary relative to the transmission housing or on the adjustment part or the transmission part that is operatively connected to the adjustment part.
  • the at least one brake element can be designed, for example, by an elastically springy locking arm that is connected, for example, to the section that is stationary relative to the transmission housing, for example, is connected in one piece, and engages with an associated counter-locking element on the side of the adjustment part or the transmission part that is operatively connected to the adjustment part when the adjustment part reaches the predetermined adjustment position.
  • the at least one brake element can be spring-loaded, for example, via a mechanical spring and can therefore be elastically adjustable.
  • the brake element comes into operative connection with an associated counter-brake element under elastic preload and thus produces a locking braking effect in the predetermined adjustment position.
  • the braking element can also be released from its operative connection with the counter-braking element, particularly against the elastic pre-tension, so that the locking braking effect is overcome and the vehicle door can thus be adjusted from the assumed, locked position.
  • the at least one braking element is arranged on the section that is stationary relative to the transmission housing.
  • the adjustment part or the transmission part of the transmission assembly that is operatively connected to the adjustment part in contrast, has a plurality of braking points for interacting with the at least one braking element in a plurality of different adjustment positions of the adjustment part.
  • the plurality of braking points on the adjustment part or the transmission part that is operatively connected to the adjustment part thus define a plurality of different adjustment positions, at each of which a braking effect is exerted by the braking device.
  • the at least one braking element on the side of the section fixed to the transmission housing comes into operative connection with the associated braking point on the adjustment part or the transmission part operatively connected to the adjustment part, so that a braking effect exists between the section fixed to the transmission housing and the adjustment part or the transmission part operatively connected to the adjustment part and thus a locking effect is exerted on the vehicle door.
  • the braking element can be used for For example, it can be designed as an elastically springy element, whereas each braking point is defined, for example, by a locking recess into which the braking element engages in a force-fitting manner in an associated adjustment position of the adjustment part.
  • the at least one braking element is arranged on the adjustment part or on the gear part of the gear assembly that is operatively connected to the adjustment part.
  • the section that is stationary relative to the gear housing has a plurality of braking points for interacting with the at least one braking element in a plurality of different adjustment positions of the adjustment part.
  • the at least one braking element on the side of the adjustment part or the gear part that is operatively connected to the adjustment part engages with the associated braking point on the section that is stationary relative to the gear housing, so that a braking effect exists between the section that is stationary relative to the gear housing and the adjustment part or the gear part that is operatively connected to the adjustment part, and thus a locking effect is exerted on the vehicle door.
  • the braking element can be designed, for example, as an elastically springy element, whereas each braking point is defined, for example, by a locking recess into which the braking element engages in a force-fitting manner in an associated adjustment position of the adjustment part.
  • a plurality of braking elements can be arranged on the adjustment part or on the gear part operatively connected to the adjustment part, which in different adjustment positions engage with an associated braking point on the section fixed to the gear housing.
  • a plurality of braking elements can be arranged on the section fixed to the gear housing, which in different adjustment positions engage with an associated braking point on the adjustment part or on the gear part operatively connected to the adjustment part.
  • a plurality of different adjustment positions are defined, at which a braking force for locking the vehicle door is caused via the braking device.
  • the gear assembly has a guide rail connected to the gear housing and a sliding element guided along the guide rail in the adjustment direction, adjustable by the drive motor and coupled to the adjustment part.
  • the guide rail is firmly connected to the drive housing and is therefore stationary relative to the drive housing.
  • the sliding element can be moved along the adjustment direction, wherein the adjustment part is coupled to the sliding element, so that by a movement of the sliding element on the guide rail on the adjustment part is moved along the adjustment direction relative to the guide rail.
  • the sliding element is connected to the drive motor via the gear assembly so that the sliding element can be moved by the drive motor to adjust the adjustment part.
  • the gear part operatively connected to the adjustment part is formed by the sliding element.
  • the braking device can act between the section fixed to the gear housing and the sliding element, so that a braking effect is provided on the sliding element and the adjustment part is thus fixed when the predetermined adjustment position is reached.
  • the section fixed to the gear housing can be, for example, a section of the gear housing, in particular a wall section of the gear housing.
  • the section fixed to the gear housing can also be, for example, the guide rail firmly connected to the gear housing.
  • the adjustment part is connected in an articulated manner to the sliding element at a first end and in an articulated manner to the vehicle body at a second end remote from the first end.
  • the adjustment part thus creates an operative connection between the vehicle body and the drive device arranged on the vehicle door, so that a movement between the vehicle door and the vehicle body can be brought about by adjusting the adjustment part on the drive device.
  • the sliding element has a structural part and a sliding section arranged on the structural part for sliding contact with the guide rail.
  • the structural part serves to provide a rigid structure of the sliding element.
  • the sliding section formed on the structural part serves to improve the sliding properties of the sliding element for sliding in the guide rail.
  • the gear assembly has a spindle that can be rotated about an axis of rotation and driven by the drive motor.
  • the sliding element is threadedly connected to the spindle, so that by turning the spindle, the sliding element can be moved lengthways along the adjustment direction.
  • the spindle has, for example, an external thread that is in threaded engagement with an internal thread formed on the sliding element, so that when the spindle is turned, the sliding element rolls on the spindle and is thus adjusted lengthways to the spindle.
  • the sliding element has a spindle nut section with a threaded opening formed therein, in which an internal thread is formed for establishing a threaded connection with the spindle.
  • the spindle engages in the threaded opening and is thereby coupled to the spindle nut section, so that by turning the spindle the sliding element can be adjusted axially along the spindle and the adjustment part can thus be moved to adjust the vehicle door.
  • the door drive device uses a gear assembly in the form of a spindle drive, via which adjustment forces can be introduced into the adjustment part for adjusting the vehicle door.
  • a spindle drive can be constructed simply with just a few components and enables reliable and resilient power transmission.
  • the spindle nut section of the sliding element is, for example, formed integrally and in one piece with the sliding section, for example by means of injection molding in an injection molding tool.
  • the threaded opening with the internal thread formed therein is also formed integrally.
  • the gear assembly has a gear wheel mounted on the gear housing for transmitting power from the drive motor to the spindle.
  • the gear wheel can be designed as a spur gear, for example, and arranged on the spindle in a rotationally fixed manner.
  • the drive motor can have, for example, a drive shaft and a drive worm arranged on the drive shaft, which is in toothed engagement with the gear wheel, so that a rotary movement of the shaft is converted into a (reduced) rotary movement of the gear wheel.
  • a door drive device of the type described can be used as a door drive on a vehicle side door or rear door or also on a tailgate.
  • a door drive device of the type described can also be used, for example, for Adjusting a bonnet or a so-called frunk (i.e. a flap in the front loading area of a vehicle), which in the context of this text should also be understood as vehicle doors.
  • a vehicle assembly may comprise a vehicle door pivotably mounted on a vehicle body and a door drive device of the type described above for adjusting the vehicle door relative to the vehicle body.
  • Fig. 1 is a schematic view of a vehicle door on a vehicle body, with an adjusting part in the form of a sliding element which is arranged in an articulated manner on the vehicle body and moves when the vehicle door is pivoted relative to the vehicle door;
  • Fig. 2 is a view of an embodiment of a door drive device for adjusting a vehicle door
  • Fig. 3 is an exploded view of the door drive device
  • Fig. 4 is another view of the door drive device, from the side;
  • Fig. 5 is a view of the door drive device, from above;
  • Fig. 6 is a front view of the door drive device
  • Fig. 7 the view according to Fig. 4, but with the adjustment part extended;
  • Fig. 8 the view according to Fig. 5, with the adjustment part extended;
  • Fig. 9 the view according to Fig. 6, with the adjustment part extended;
  • Fig. 10 is a partially sectioned view of the door drive device with the adjustment part retracted;
  • Fig. 11 the view according to Fig. 10, but with the adjustment part extended;
  • Fig. 12 a separate side view of a sliding element of a
  • Fig. 13 is a plan view of the sliding element
  • Fig. 14 is a front view of the sliding element
  • Fig. 15 is a perspective view of the sliding element
  • Fig. 16 is a side view of a gear assembly of the door drive device
  • Fig. 17 is a plan view of the gear assembly
  • Fig. 18 is a front view of the gear assembly
  • Fig. 19 is a perspective view of the gear assembly
  • Fig. 20 is a schematic view of the door drive device, with a braking device acting between the sliding element and a portion of the gear housing;
  • Fig. 21 is a schematic view of another embodiment of a braking device
  • Fig. 22 another view of the door drive device, with different variants of braking devices
  • Fig. 23 is a view of the door drive device, with yet another embodiment of a braking device
  • Fig. 24A is a view of the sliding element with a braking element arranged thereon;
  • Fig. 24B is a sectional view taken along line BB of Fig. 24A
  • Fig. 24C is a sectional view taken along the line AA of Fig. 24B;
  • Fig. 25 a side view of the sliding element with a schematically drawn braking element
  • Fig. 26 is a view of the sliding element on an associated guide rail of a gear assembly of the drive device
  • Fig. 27 is a schematic view of the door drive device with a
  • Fig. 28 is a schematic view of the door drive device, with a
  • Fig. 1 shows a schematic view of a vehicle 1 with a vehicle body
  • a vehicle door 11 which is arranged on the vehicle body 10 in an articulated manner about a door hinge 111 and which can be pivoted along an opening direction O relative to the vehicle body 10 in order to open or close a door opening.
  • a door drive device 2 acts between the vehicle body 10 and the vehicle door 11, which has an adjustment part 21 in the form of a thrust element and serves to adjust the vehicle door 11 relative to the vehicle body 10.
  • the adjustment part 21 in the form of the thrust element is arranged in an articulated manner about a joint 20 on the vehicle body 10, for example on the A-pillar of the vehicle 1, and moves relative to the vehicle door 11 when the vehicle door 11 is pivoted.
  • the adjustment part 21 protrudes with one end 211 into a door interior 110 of the vehicle door 11 and moves in this door interior 110 when the vehicle door 11 is adjusted.
  • Fig. 2 to 19 show views of an embodiment of a door drive device 2 which is used to adjust an adjusting part 21 and thereby to move a vehicle door
  • the door drive device 2 has - in the embodiment shown - an electric motor drive motor 22, which serves to drive a spindle 25 of a gear assembly of the door drive device 2, which can rotate about a rotation axis D.
  • the Drive motor 22 has a motor shaft 220 and a drive worm 221 arranged thereon with a worm gear which meshes with a gear wheel 230 in the form of a spur gear of a transmission 23.
  • the gear wheel 230 is arranged on a shaft 233 and is connected via the shaft 233 to a portion 250 of the spindle 25, so that the gear wheel 230 is fixed to the spindle 25.
  • the gear wheel 23 is mounted via bearings 231, 234 relative to a gear housing 24 so as to be rotatable about the rotational axis D of the spindle 25.
  • a bearing 231 is accommodated in a bearing bush 232 and is supported above it in a bearing opening 240 of the gear housing 24.
  • Another bearing 234, on the other hand, is located in a section 245 of the gear housing 24 and provides a bearing for the shaft 233 at an end of the shaft 233 facing away from the bearing 231.
  • the door drive device 2 has a sliding element 26 and a guide rail 27.
  • the guide rail 27 is received in a receiving opening 246 of the gear housing 24, as can be seen in particular from the exploded view according to Fig. 3, and is firmly connected to the gear housing 24 via flange sections 273.
  • the guide rail thus represents a section that is stationary relative to the gear housing 24.
  • the sliding element 26 slides in the guide rail 27 such that the sliding element 26 can be adjusted along the guide rail 27 in an adjustment direction V.
  • the guide rail 27 has a C-shape in cross-section transverse to the adjustment direction V, formed by a base 270 and legs 271 extending laterally from the base 270 and angled towards the base 270, the edges 272 of which are remote from the base 270 and bent so that they point towards one another.
  • the sliding element 26 is guided in the guide rail 27 such that the sliding element 26 is received between the legs 271 and is circumferentially enclosed by the base 270, the legs 271 and the bent edges 272.
  • the guide rail 27 is formed as a metal sheet bent part and is connected to the gear housing 24 via an adapter element 242 and the flange sections 273 adjacent to the gear housing 24. firmly connected (see in particular Fig. 2 and Figs. 4 to 6).
  • the adapter element 242 is connected to the gear housing 24 via fastening elements 243 in the form of screws with the flange sections 273 interposed and can be fixed to a structural section of the vehicle door 11, for example to an inner door panel section, via fastening elements 244 in the form of screws, so that the door drive device 2 is fixed in the vehicle door 11.
  • the adapter element 242 serves to fix the drive device 2 to the vehicle door 11, in particular the inner door panel of the vehicle door 11, such that the drive device 2 is arranged within a door interior of the vehicle door 11.
  • the adapter element 242 thus creates an interface that is customized to the customer and thus enables the drive device 2 to be attached to the vehicle door 11 of a respective vehicle model.
  • the adapter element 242 is arranged on the front side of the guide rail 27 and extends in a plate-like manner transversely to the adjustment direction V, along which the sliding element 26 with the adjustment part 21 arranged thereon is to be moved to the guide rail 27.
  • the adjustment part 21 extends through an opening 242A in the adapter element 242, is led out of the door interior through the opening 242A and is supported on the vehicle body 10 via the joint 20.
  • the sliding element 26 has a structural part 260 which is formed as a bent metal sheet part and has a base 261 and legs 262 angled to the base 261. Edges 267 of the legs 262 are bent towards each other, with sections 268 adjoining the edges 267 being positioned such that they point away from the base 261, as can be seen, for example, from Fig. 15.
  • the structural part 260 is partially encased in a plastic material, through which sliding sections 263 are formed on the outside of the legs 262, via which the sliding element 26 is in sliding contact with the guide rail 27.
  • a coupling element 266 in the form of a ball head is formed integrally with the sliding sections 263, which is arranged between the legs 262 of the structural part 260 and serves for the articulated coupling of the sliding element 26 to the adjustment part 21.
  • one end 211 of the adjustment part 21 is arranged on the coupling element 266 and is articulated to the sliding element 26, as can be seen, for example, from the views of the gear assembly according to Figs. 16 to 19.
  • the adjustment part 21 can be rotated about the adjustment direction V and also about Axes perpendicular to the adjustment direction V are articulated to the sliding element 26 so that tolerances in the position of the adjustment part 21 relative to the sliding element 26 can be compensated.
  • a spindle nut portion 264 is formed integrally with the sliding portion 263.
  • the spindle nut portion 264 is formed on the raised portions 268 of the structural part 260 and has a threaded opening 265 with an internal thread formed therein.
  • the spindle 25 engages in the threaded opening 265 with a threaded portion 251, so that the spindle 25 is in threaded engagement with the spindle nut portion 264 of the sliding element 26 via an external thread formed on the outside of the threaded portion 251.
  • a cover element 241 is arranged on the gear housing 24, which covers the guide rail 27 on the side of the edges 272 and thus encloses the spindle nut section 264 of the sliding element 26 outwards along the movement path predetermined by the guide rail 27.
  • the adjustment part 21 is coupled via a hinge pin 200 at one end 210 about a hinge axis G to a joint 20 which is firmly connected to the vehicle body 10, as shown schematically in Fig. 1.
  • the adjustment part 21 is, in contrast, coupled to the sliding element 26 in an articulated manner.
  • the end 211 of the adjusting part 21 can be moved in the guide rail 27, so that the adjusting part 21 can be adjusted between a first, retracted position (Fig. 4 to 6 and Fig. 10) and a second, extended position (Fig. 7 to 9 and Fig. 11) in order to move the vehicle door 11 relative to the vehicle body 10 and to adjust it between a closed position (corresponding to the retracted position of the adjusting part 21) and an open position (corresponding to an extended position of the adjusting part 21).
  • the sliding element 26 is in the first, retracted position away from the gear housing 24 and is brought closer to an end of the guide rail 27 remote from the adapter element 242.
  • the sliding element 26 is moved towards the gear housing 24, so that the Spindle nut section 264 is brought closer to the gear 23 and the adjusting part 21 is moved with its end 211 in the adjusting direction V towards the adapter element 242.
  • the sliding element 26 In the second position, the sliding element 26 is submerged with the structural part 260 under the gear 23, whereby the sliding element 26, viewed along the adjustment direction V, comes into axial overlap with the gear housing 24 and the gear 23 accommodated thereon, as can be seen in Fig. 11.
  • This enables a space-efficient design of the drive device 2, with a comparatively large stroke of the adjustment part 21 along the adjustment direction V and a low installation height transverse to the adjustment direction V, in particular perpendicular along the joint axis G.
  • a longitudinal axis L about which the motor shaft 22 of the drive motor 22 is rotatable, is set obliquely to the joint axis G, about which the adjustment part 21 is connected in an articulated manner to the joint 20 at the end 210.
  • This can contribute to saving installation space, in particular along a transverse direction (transverse to the joint axis G and transverse to the adjustment direction V).
  • the drive device 2 can be installed in a vehicle door 11 with the drive motor 22 facing upwards, or alternatively with the drive motor 22 facing downwards.
  • the drive motor 22 can also be arranged at an end of the guide rail 27 that faces away from the end of the guide rail 27 at which the adjustment part 21 emerges from the guide rail 27. This allows the drive device 2 to be used universally on different door models of different vehicles.
  • the adjusting part 21 is adjusted via the drive motor 22 along the adjustment direction V by moving the sliding element 26 on the guide rail 27.
  • a flow of force is established between the vehicle door 11 and the vehicle body 10, which runs from the vehicle door 11 via the adapter element 242, the gear housing 24, the drive wheel 23, the spindle 25, the sliding element 26 and the adjusting part 21 to the vehicle body 10.
  • a force is introduced into the sliding element 26 via the drive motor 22 and the sliding element 26 is moved on the spindle 25 so that the adjusting part 21 is adjusted and the vehicle door 11 is thus pivoted relative to the vehicle body 10.
  • the vehicle door 10 can be adjusted between a closed and a fully or partially open position. It is desirable that the vehicle door 10, particularly when adjusted to a fully or partially open position, remains in the position then assumed after the adjustment process, without automatically moving out of the position achieved due to external forces acting on it, for example a weight force or wind force.
  • the drive motor 22 only needs to be energized for as long as the adjustment part 21 is being adjusted.
  • a braking device 28 which has braking elements 280 in the form of locking elements elastically connected to a housing section 245 of the gear housing 24.
  • the braking elements 280 each have an arm 281 which is connected at one end to the housing section 245 of the gear housing 24, for example is formed integrally and in one piece with the housing section 245 and carries a locking head 282 at its end remote from the housing section 245, which is designed to lock with an associated counter-locking element in the form of a locking recess 283 on the section 268 connecting the spindle nut section 264 to the base 261 of the sliding element 26.
  • the braking device 28 with the two braking elements 280 formed by the locking elements is designed to Sliding element 26 to act in order to lock the sliding element 26 relative to the gear housing 24 when the sliding element 26, driven by the drive motor 22, has been moved in the adjustment direction V to extend the adjusting part 21, corresponding to a maximum open position of the vehicle door 11. If the adjusting part 21 is extended to the maximum and the vehicle 11 is thus maximally opened, the sliding element 26 comes into the (second) position according to Fig.
  • a braking effect is thus exerted on the adjustment part 21 and, via this, on the vehicle door 11 via the braking device 28 when the vehicle door 11 is opened to the maximum.
  • the braking effect via the locking elements 280 is in this case force-fitting, in that the braking elements 280 formed by the locking elements engage under their elastic inherent stress with pre-stress in the associated locking recesses 283 on the side of the sliding element 26.
  • the locking effect of the braking device 28 is in particular such that the vehicle door 11 cannot move out of the fully open position by itself due to gravity, regardless of the slope of the vehicle. If an adjusting force is introduced, manually or by the drive motor 22, which exceeds a locking force caused by the braking device 28, the sliding element 26 and above it the adjusting part 21 can be moved out of the assumed, locked position in order to move the vehicle door 11 out of the fully open position.
  • braking elements 284 are formed by spring elements and interact with active sections 285 in a frictional manner in the end position of the sliding element 26, corresponding to the fully open position of the vehicle door 11.
  • the braking elements 284 are arranged on the section 268 of the sliding element 26 that connects the spindle nut section 264 to the base 261, whereas the active sections 284 are arranged in a fixed position on the gear housing 24.
  • the braking device 28 In the end position of the sliding element 26, corresponding to the fully open position of the vehicle door 11, the braking device 28 in turn causes the adjustment part 21 and, above it, the vehicle door 11 to be locked.
  • Fig. 22 shows different variants of braking devices 28A, 28B, which can be used individually or together.
  • a first braking device 28A has a braking element 280A in the form of a locking element which acts between a housing section 245 of the gear housing 24 and the spindle nut section 264 of the sliding element 26 when the sliding element 26 is in the end position according to Fig. 11.
  • a second braking device 28B has a braking element 280B in the form of a locking element, which is arranged on the adapter element 242 of the gear housing 24 and acts in a locking manner on the end 211 of the adjusting part 21 when the sliding element 26 and thus also the adjusting part 21 are in the end position according to Fig. 11.
  • a braking element 284 in the form of a spring element is arranged on the sliding element 26 in the area of the base 261, which in the end position of the sliding element 26 interacts with an active section 285 that is firmly connected to the gear housing 24, for example the housing section 245 of the gear housing 24.
  • the braking device 28 again fixes the sliding element 26 and thus the adjustment part 21 and, above it, the vehicle door 11 in the end position, corresponding to the fully open position of the vehicle door 11.
  • a braking element 287 is arranged on the base 261 of the sliding element 26, which is spring-biased relative to the base 261 via a spring element 286.
  • the braking element 287 is guided via guide sections 288 in the form of guide pins in associated guide openings on the base 261 of the sliding element 26, so that the braking element 287 can be elastically adjusted against the spring preload of the spring element 286 relative to the base 261.
  • the braking element 287 can, as can be seen from Fig. 26, interact, for example, with different braking points 275 on the base 270 of the guide rail 27.
  • a locking section 289 in the form of a raised portion can be formed on the braking element 287, which depends on the adjustment position of the Sliding element 26 and thus of the adjustment part 21 can engage with one of the braking points 275 formed by locking recesses, so that the sliding element 26 is locked in place relative to the guide rail 27 that is stationary relative to the gear housing 24.
  • the sliding element 26 reaches such a position relative to the guide rail 27 in which the braking element 287 with the locking section 289 engages with one of the braking points 275, the sliding element 26 is locked relative to the guide rail 27 against movement along the adjustment direction V and is thus locked in a force-fitting manner, so that the vehicle door 11 is also locked in the position then assumed.
  • a locking effect can be achieved at different adjustment positions, in particular in different partially opened positions of the vehicle door 11 and also in the fully opened position, corresponding to the position of the sliding element 26 designated by the reference number 26' on the far left in the illustration according to Fig. 26.
  • a braking device 28 is formed by braking elements 287 which are elastically pre-tensioned to the adapter element 242 of the gear housing 24 via spring elements 286.
  • Braking points 213 are formed on a shaft section 212 of the adjustment part 21, which enable the adjustment part 21 to be locked in different adjustment positions.
  • the braking elements 287 engage in associated braking points 213 on the shaft section 212 of the adjustment part 21 and thus lock the adjustment part 21 in place.
  • braking elements 28 While in the embodiment according to Fig. 27 the braking elements 28 are adjustable along a height direction directed along the joint axis G and thus, viewed along the joint axis G, can be brought into engagement with associated braking points 213 on the adjustment part 21 from different sides, braking elements 287 in an embodiment shown in Fig. 28 act transversely to the joint axis G on the shaft section 212 of the adjustment part 21 and, viewed along a direction extending transversely to the joint axis G, engage on both sides with associated braking points 213 of the adjustment part 21 when a respective adjustment position of the adjustment part 21 defined by the braking points 213 is reached, so that the adjustment part 28 is secured in this adjustment position via the braking device 28.
  • the braking device 28, 28A, 28B can act in a force-locking or force-positive manner.
  • a force-positive locking mechanism can be produced.
  • the braking device 28, 28A, 28B acts in particular automatically and is not switchable, so that a locking braking effect is automatically produced when the adjustment part 21 has reached a predetermined adjustment position.
  • the adjustment part 21 can be released from a locked position by applying a force that is greater than the locking force.
  • a door drive device of the type described can be used in particular on a vehicle side door as well as on a tailgate.
  • a door drive device of the type described can also be used, for example, to adjust a hood or a so-called frunk (i.e. a flap in the front loading area of a vehicle), which are also to be understood as vehicle doors in the context of the present text.

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

Abstract

L'invention concerne un dispositif d'entraînement de portière (2) destiné au réglage d'une portière de véhicule (11) par rapport à une carrosserie de véhicule (10). Ledit dispositif comprend : une partie de réglage (21), qui peut être réglée dans une direction de réglage (V), pour transmettre une force entre la portière de véhicule (11) et la carrosserie de véhicule (10) ; un moteur d'entraînement (22) ; un ensemble engrenage qui couple le moteur d'entraînement (22) à la partie de réglage (21) ; et un carter d'engrenage (24) qui enferme au moins partiellement l'ensemble engrenage. Un appareil de frein mécanique (28) est conçu pour agir entre une partie fixe par rapport au carter d'engrenage (24) et la partie de réglage (21) ou une partie d'engrenage de l'ensemble engrenage qui est reliée de manière fonctionnelle à la partie de réglage (21) et mobile le long de la direction de réglage (V) pour régler la partie de réglage (21), afin de freiner mécaniquement un mouvement de la partie de réglage (21) dans au moins une position de réglage de la partie de réglage (21).
PCT/EP2024/064643 2023-06-05 2024-05-28 Dispositif d'entraînement de portière doté d'un appareil de frein Ceased WO2024251564A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023114723.4A DE102023114723A1 (de) 2023-06-05 2023-06-05 Türantriebsvorrichtung mit einer Bremseinrichtung
DE102023114723.4 2023-06-05

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WO2024251564A1 true WO2024251564A1 (fr) 2024-12-12

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PCT/EP2024/064643 Ceased WO2024251564A1 (fr) 2023-06-05 2024-05-28 Dispositif d'entraînement de portière doté d'un appareil de frein

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DE (1) DE102023114723A1 (fr)
WO (1) WO2024251564A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110266080A1 (en) * 2010-04-29 2011-11-03 Matthew Weyand Schmitt Door checker drive mechanism
DE102015215627A1 (de) 2015-08-17 2017-02-23 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Vorrichtung zum manuellen und/oder elektromotorischen Verstellen oder Feststellen eines ersten Fahrzeugteils und eines zweiten Fahrzeugteils relativ zueinander
EP2733292B1 (fr) * 2012-11-20 2019-02-27 Aisin Seiki Kabushiki Kaisha Dispositif d'actionnement de porte
DE102017123483A1 (de) 2017-10-10 2019-04-11 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Klappenantriebssystem
WO2023025710A1 (fr) * 2021-08-23 2023-03-02 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Dispositif d'entraînement de porte comprenant un dispositif de détection pour mesurer une force dans le flux de force

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10683691B2 (en) * 2016-04-07 2020-06-16 Magna Closures Inc. Power swing door actuator with integrated door check mechanism
CN218467423U (zh) * 2022-08-30 2023-02-10 比亚迪股份有限公司 驱动装置及车辆

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110266080A1 (en) * 2010-04-29 2011-11-03 Matthew Weyand Schmitt Door checker drive mechanism
EP2733292B1 (fr) * 2012-11-20 2019-02-27 Aisin Seiki Kabushiki Kaisha Dispositif d'actionnement de porte
DE102015215627A1 (de) 2015-08-17 2017-02-23 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Vorrichtung zum manuellen und/oder elektromotorischen Verstellen oder Feststellen eines ersten Fahrzeugteils und eines zweiten Fahrzeugteils relativ zueinander
DE102017123483A1 (de) 2017-10-10 2019-04-11 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Klappenantriebssystem
WO2023025710A1 (fr) * 2021-08-23 2023-03-02 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Dispositif d'entraînement de porte comprenant un dispositif de détection pour mesurer une force dans le flux de force

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