Friction braking device and vehicle door support part

Abstract

A friction brake device comprises a pair of rotors (one a brake rotor, which can be connected to a first rotating element, and one slip rotor, which can be connected to a second rotating element), a torsion spring with a helical section wound around the outer circumference of the rotor pair, an annular element surrounding the helical section, a brake housing rotatably accommodating the rotor pair, the torsion spring, and the annular element, and a friction-generating element non-rotatably mounted in the brake housing. When one rotor is driven to rotate, the helical section comes into pressure contact with the inner circumferential surface of the annular element, and the annular element rotates integrally with the rotor pair and comes into sliding contact with the friction-generating element. When the other rotor is driven to rotate, the helical section releases or reduces the pressure contact with the inner circumferential surface of the annular element.

Description

REFERENCE TO RELATED REGISTRATION

[0001] This application claims priority over Japanese patent application No. 2024-214005, filed on December 6, 2024, the entire contents of which are hereby incorporated by reference. STATE OF THE ART Technical Application Area

[0002] The present invention relates to a friction braking device and a vehicle door support part. State of the art

[0003] US 11,067,156 B2 discloses a friction braking device suitable for a vehicle door support. A vehicle door support comprises a stationary housing that rotatably mounts a spindle and a movable housing to which a spindle nut is connected, the spindle nut being screwed to the spindle and guided to be axially displaceable. One of these housings is connected to the vehicle body, the other is connected to the door. When the door is opened or closed, the displacement of the spindle nut is converted into a rotation of the spindle, and the movable housing moves forward or backward relative to the stationary housing.

[0004] A friction brake device comprises a rotor pair consisting of a slip rotor that rotates integrally with a spindle and a brake rotor that rotatably supports the slip rotor, a torsion spring wound around the rotor pair, and a brake housing that accommodates the rotor pair and the torsion spring. The diameter of the coiled section of the torsion spring is increased or decreased according to the operating mode of the door, thereby mechanically switching whether or not rotational resistance is applied to the spindle.

[0005] In the case of US 11,067,156 B2, the diameter of the spiral section increases during the closing process of the door, and the spiral section rotates together with the rotor pair while in sliding contact with the brake housing. This exerts rotational resistance. Conversely, the diameter of the spiral section decreases during the opening process of the door. Therefore, compared to the closing process, no rotational resistance is exerted, or it is reduced. SUMMARY

[0006] It is difficult to configure the friction braking device so that the application of rotational resistance switches appropriately according to the extension / retraction of the spiral section. For example, if the pressure contact force on the brake housing becomes too great at the moment the diameter of the spiral section is extended, there is a possibility that the slip rotor and the brake rotor will not be able to rotate with sufficient force, i.e., the door cannot be operated with sufficient force.

[0007] It is an object of the present invention to provide a friction braking device capable of exerting adequate rotational resistance, and a vehicle door support part that includes the friction braking device.

[0008] According to one aspect of the present invention, a friction braking device is presented comprising: a pair of rotors, including a brake rotor with a first connecting section that can be connected to an external first rotating element, and a slip rotor with a second connecting section that can be connected to an external second rotating element and is rotatably mounted in the brake rotor; a torsion spring with a spiral section wound around an outer circumference of the pair of rotors and a pair of end sections extending from both ends of the spiral section and engaging with the pair of rotors; a ring element surrounding the spiral section; and a brake housing rotatably mounting the pair of rotors, the torsion spring, and the ring element.and a friction generating element which is not rotatably mounted in the brake housing and is in sliding contact with an outer circumferential surface of the ring element, wherein, when one rotor of the rotor pair is driven to rotate, the spiral section comes into pressure contact with an inner circumferential surface of the ring element and the ring element rotates integrally with the rotor pair and comes into sliding contact with the friction generating element, and when the other rotor of the rotor pair is driven to rotate, the spiral section releases or reduces the pressure contact of the ring element with the inner circumferential surface.

[0009] According to the configuration above, the rotor pair is configured to be connected to the first and second rotating elements. The function of the spiral section changes depending on which of the two rotors is driven, and the pressure contact force of the spiral section relative to the ring element changes accordingly. Thus, the mechanical switching of whether or not rotational resistance is applied depends on which of the two rotors is driven.

[0010] The spiral section itself, which performs the switching operation, is not the primary source of rotational resistance. The element (spiral section) that performs the switching operation is separate from the element (ring element and friction-generating element) that generates rotational resistance when required. The spiral section only needs to be able to establish pressure contact with the ring element to exert a sufficiently large frictional force for rotation with the ring element when rotational resistance is to be applied. The element that performs the switching operation and the element that generates rotational resistance can be optimally designed to perform the operations required for each element.In contrast to a case where the spiral section is required not only for switching but also for generating rotational resistance, it is relatively easy to implement a friction braking device that can adequately exert the rotational resistance.

[0011] When using the friction braking device, neither the first nor the second rotating element necessarily needs to be connected to the rotor pair. One rotating element can be connected to the connecting section of one rotor, while the connecting section of the other rotor does not have to be connected to the rotating element.

[0012] Another aspect of the present invention relates to a vehicle door support element comprising: the friction brake device described above; a tubular stationary housing with a first end connected to a vehicle body or a door and a second end opposite the first end; a tubular movable housing with a third end connected to the vehicle body and the door, the third end having a side opposite the third end which is received in the stationary housing from the second end and which is movable in the axial direction with respect to the stationary housing; a spindle rotatably mounted within the stationary housing; and a spindle nut screwed to the spindle and coupled to the movable housing, the spindle being the first or second rotating element and connected to one rotor of the rotor pair.

[0013] According to the configuration above, if a rotor is driven by the spindle, i.e., if the user operates the door manually, the rotational resistance can be appropriately applied to the spindle.

[0014] According to the present invention, it is possible to provide a friction braking device that is capable of exerting adequate rotational resistance, as well as a vehicle door support part that includes the friction braking device. BRIEF DESCRIPTION OF THE FIGURES

[0015] They show: Fig. 1 a perspective view of a vehicle with a vehicle door support part to which a friction braking device according to an embodiment of the present invention is attached; Fig. 2 a longitudinal sectional view of a vehicle door support part according to the first embodiment of the present invention; Fig. 3 a perspective exploded view of the vehicle door support part from Fig. 2; Fig. 4 a perspective exploded view of the friction braking device Fig. 2; Fig. 5 a perspective exploded view of the friction braking device Fig. 4th from above; Fig. 6 a perspective exploded view of the friction braking device Fig. 4th from the bottom; Fig. 7 a perspective exploded view of a slip rotor, a brake rotor, a torsion spring, a ring element and a friction generating element in Fig. 4th from above; Fig. 8 a perspective exploded view of the slip rotor, the brake rotor, the torsion spring, the ring element and the friction generating element in Fig. 4th from the bottom; Fig. 9 an axis orthogonal cross-sectional view of the friction braking device of Fig. 2; Fig. 10 a perspective exploded view of a friction braking device according to a modification; Fig. 11 an axis orthogonal cross-sectional view of a brake housing, a slip rotor, a torsion spring, a ring element and a friction generating element of the friction brake device made of Fig. 10; and Fig. 12 a longitudinal sectional view of a vehicle door support part according to a second embodiment of the present invention. DETAILED DESCRIPTION

[0016] The following describes embodiments with reference to the figures. It should be noted that identical or corresponding elements in the figures are identified by the same reference numerals, and overlapping detailed descriptions are omitted. In the following description, the friction brake device, the vehicle door support part, and the vehicle door support device according to the embodiments are simply referred to as a brake, a support element, and a support device, respectively.

[0017] With reference to Fig. In the case of a vehicle 1, a support device 5 and a support element 6 provided in the support device 5 are attached to a vehicle 1 and support a door 3 in relation to a vehicle body 2. The support element 6 is rod-shaped and is connected at one end to the vehicle body 2 and at the other end to the door 3. The support element 6 extends in connection with the opening of the door 3 and shortens in connection with the closing of the door 3.

[0018] There are two types of support elements 6: an active type and a passive type. An active support element 6A can be actively extended and retracted by the driving force of the built-in motor, thereby actuating the door 3. A passive support element 6B does not contain a motor and extends and retracts according to the actuation of the door 3.

[0019] The support device 5 comprises a pair of support elements 6. The pair can have two active types, two passive types, or one active type and one passive type. In the case of one active type and one passive type, the active support element 6A actively extends and retracts when the motor is actuated to operate the door 3, and the passive support element 6B extends and retracts in accordance with the operation of the door 3. When the user operates the door 3 manually, both the active and passive types extend and retract in accordance with the operation. Even in a case where the support device 5 comprises two active types, the active support element 6A passively extends and retracts at the time of manual operation.

[0020] The brake 40 is applicable to the active support element 6A (see Fig. 2) The brake 40 exerts a braking force against passive extension and retraction, but does not exert a braking force against active extension and retraction, or reduces it. The brake 40 can mechanically switch the presence or absence (or magnitude) of the braking force depending on whether the extension and retraction is active or passive.

[0021] The brake 40 is also applicable to the passive support element 6B (see Fig. 12) Since extension and retraction are always passive in the passive type, the braking force is always applied at the time of extension and retraction. Although the brake 40 does not perform a switching function, it is advantageous in that the brake 40 of support element 6B can be used jointly with the brake 40 of support element 6A.

[0022] In the following, a first embodiment, an active support element 6A with a brake 40, is described. A second embodiment, a passive support element 6B, is then described, which includes a brake 40 with the same configuration as that of the first embodiment.

[0023] With reference to the Fig. 2 and Fig. 3 The support element 6A according to the first embodiment comprises a stationary housing 10, a movable housing 20, a spindle 25, a spindle nut 27, a coil spring 28, a motor 30, a speed reducer 35 and a brake 40. These elements are arranged coaxially to each other, and an axis common to these elements forms a central axis L of the support element 6A.

[0024] The stationary housing 10 and the movable housing 20 are tubular, typically cylindrical. The stationary housing 10 has a first end connected to the vehicle body and a second end opposite the first. The movable housing 20 has a third end connected to the door. The movable housing 20 is housed within the stationary housing 10 at its second end and is axially movable relative to the stationary housing 10. The spindle 25 is rotatably mounted within the stationary housing 10. The spindle nut 27 is screwed onto the spindle 25 and coupled to the movable housing 20. The coil spring 28 biases the movable housing 20 in one direction to move it away from the stationary housing 10. Fig. Figure 2 shows a state in which the movable housing 20 is advanced to its furthest position.

[0025] In the following description, with regard to the axial direction of the support element 6A, a side approaching a connection partner of the stationary housing 10 is referred to as the "proximal end," and a side located away from the connection partner of the stationary housing 10 is referred to as the "terminal end." In the present embodiment, the vehicle body side is the proximal end. However, the first end can be connected to the door, and the third end can also be connected to the vehicle body. In this case, the door side is the proximal end.

[0026] The stationary housing 10 has a cylindrical receiving section 12 and an extension section 13 that extends from the receiving section 12 to the terminal end. The extension section 13 has a double cylindrical shape and features a cover section 14 on the outside and a guide section 15 on the inside.

[0027] The receiving section 12 is open at a proximal end 12a and a terminal end 12b. The proximal end 12a is closed by a connecting element 11 and pivotably connected to the vehicle body 2 via the connecting element 11 (see Fig. 1) The connecting element 11 projects from the stationary housing 10 towards the proximal end. The receiving section 12 has an annular separating plate section 12c that projects from a terminal end section of the inner circumferential surface. The receiving section 12 has a retaining section 12d on the proximal end relative to the separating plate section 12c and a mounting recess 12e on the terminal end relative to the separating plate section 12c. The point at which the retaining section 12d holds the brake 40 will be described later.

[0028] The guide section 15 is open at a proximal end 15a and a terminal end 15b. A cylindrical mounting section 15d is provided at the proximal end 15a, projecting radially outwards. The mounting section 15d is inserted into the mounting recess 12e and attached to the receiving section 12, for example, by laser welding.

[0029] The cover section 14 is open at a proximal end 14a and a terminal end 14b. An annular, plate-shaped support section 14c, projecting radially inwards, is provided at the proximal end 14a. The proximal end surface of the support section 14c is supported by the fastening section 15d. The cover section 14 extends from the receiving section 12 to the terminal end, such that the outer circumferential surface of the cover section 14 and the outer circumferential surface of the receiving section 12 are continuous in the axial direction.

[0030] The movable housing 20 has a double cylindrical shape and features an outer cylinder 22 on its outside and a push rod 23 on its inside. The outer cylinder 22 is open at a proximal end 22a and a terminal end 22b. At the terminal end 22b, an annular, plate-shaped support section 22c is provided, projecting radially inwards. The push rod 23 is open at a proximal end 23a and a terminal end 23b. The terminal end 23b is located within the support section 22c. The terminal ends 22b and 23b are closed by a connecting element 21 and are pivotably connected to the door 3 via the connecting element 21 (see Fig. 1) connected. The connecting element 21 is, for example, a ball socket and projects from the movable housing 20 towards the side of the terminal end.

[0031] The proximal end 12a of the receiving section 12 is an example of a first end. The terminal ends 14b and 15b of the cover section 14 and the guide section 15 are examples of a second end. The terminal ends 22b and 23b of the outer cylinder 22 and the push rod 23 are examples of a third end.

[0032] The proximal end of the movable housing 20 is received in the stationary housing 10 from the terminal ends 14b and 15b. The outer cylinder 22 is inserted into the cover section 14, and the push rod 23 is inserted into the guide section 15. The guide section 15 has a plurality of guide grooves 15c extending axially along its inner circumferential surface, and the push rod 23 has a plurality of guide projections 23c at its proximal end 23a. Each of the plurality of guide projections 23c is fitted into the plurality of guide grooves 15c.

[0033] The spindle 25 is rotatably mounted about the central axis L by the bearing 26, which is held by the mounting section 15d and the separating plate section 12c, and extends axially within the guide section 15 and the push rod 23. The spindle nut 27 is coupled to the proximal end 23a of the push rod 23 and screwed to the spindle 25 within the guide section 15. The spindle nut 27 is mounted so that it is not rotatable but is movable axially relative to the guide section 15 by the engagement of the guide projection 23c and the guide groove 15c. The guide projection can be provided on the spindle nut 27.

[0034] The helical spring 28 is housed in a compressed state within the cover section 14 and the outer cylinder 22, and outside the guide section 15 and the push rod 23. The helical spring 28 extends axially and has a proximal end supported by the support section 14c and a terminal end supported by the support section 22c. The cover section 14 is brought into pressure contact with the receiving section 12 and the fastening section 15d by a spring force.

[0035] The receiving section 12 has an interior defined by the separating plate section 12c and the retaining section 12d. The spindle 25 projects from the bearing 26 towards its proximal end, passes through the separating plate section 12c, and enters the receiving section 12. The spindle 25 has a connecting rod section 25a, which is received within the receiving section 12 at its proximal end.

[0036] In the receiving section 12, particularly in the holding section 12d, the motor 30, the speed reducer 35, and the brake 40 are arranged in that order from the proximal end to the terminal end along the axial direction. The motor 30 is a DC motor capable of forward and reverse rotation. The speed reducer 35 comprises two-stage planetary gear sets 36 and 37, each stage comprising internal gears 36a and 37a, sun gears 36b and 37b, planet gears 36c and 37c, and planet carriers 36d and 37d. The internal gears 36a and 37a are stationary. The output shaft of motor 30 is coupled to the sun gear 36b of the first stage, the planet carrier 36d of the first stage is coupled to the sun gear 37b of the second stage, and the planet carrier 37d of the second stage is coupled to the brake 40 from its proximal end. The connecting rod section 25a is also connected to the brake 40 from its terminal end.

[0037] When the user manually initiates the opening or closing process, the movable housing 20 is pulled out of or pushed into the stationary housing 10 after the process. The push rod 23 moves axially with the spindle nut 27. The linear movement of the spindle nut 27 is converted into the rotation of the spindle 25, and the rotation of the spindle 25 is transmitted to the brake 40. The brake 40 exerts a rotational resistance on the spindle 25.

[0038] When the motor 30 is in operation, its rotation is slowed down at each stage of the speed reducer 35. The rotation of the speed reducer 35 is transmitted via the brake 40 to the connecting rod section 25a, and the spindle 25 rotates. The rotation of the spindle 25 is converted into a linear movement of the spindle nut 27. The spindle nut 27, together with the push rod 23, is guided by the guide section 15 to move axially. The movable housing 20 is pushed out or pulled in relative to the stationary housing 10, resulting in an opening or closing operation. The brake 40 does not exert any rotational resistance on the spindle 25 or reduces it.

[0039] With reference to the Fig. 2 and Fig. The brake 40 comprises a brake housing 41, a brake cover 42, a slip rotor 44, a brake rotor 45, a torsion spring 47, a ring element 48, and a second torsion spring 49A as a friction generating element 49. These elements are arranged coaxially with each other, and an axis common to these elements forms a central axis L40 of the brake 40. The central axis L40 coincides with the central axis L of the support element 6A.

[0040] The brake housing 41, the brake cover 42, the slip rotor 44, and the brake rotor 45 are molded plastic parts. The torsion spring 47, the ring element 48, and the second torsion spring 49A are made of metal. The ring element 48 may be made of a sintered material to reduce wear.

[0041] With reference to the Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8 to Fig. 9 The brake housing 41 and the brake cover 42 have a tubular shape that is open at the proximal end. The brake housing 41 has an end wall 41a at its terminal end and a circumferential wall 41b extending from the end wall 41a to the proximal end. The brake cover 42 also has an end wall 42a at its terminal end and a circumferential wall 42b extending from the end wall 42a to the proximal end. When the brake housing 41 and the brake cover 42 are connected, the circumferential walls 41b and 42b are continuous in the axial direction, and the proximal end of the brake housing 41 is closed by the end wall 42a of the brake cover 42.

[0042] The outer circumferential surfaces of the circumferential walls 41b and 42b are non-cylindrical. The brake housing 41 and the brake cover 42 are inserted into the proximal end section of the retaining section 12d and are non-rotatably attached to the stationary housing 10. The end walls 41a and 42a and the circumferential wall 41b form a first receiving section 40a. The first receiving section 40a adjoins the proximal end face of the separating plate section 12c. The end wall 42a and the circumferential wall 42b form a second receiving section 40b. The second receiving section 40b adjoins the proximal end face of the first receiving section 40a via the end wall 42a.

[0043] The first mounting section 40a accommodates a rotor pair 43 (the slip rotor 44 and the brake rotor 45), the torsion spring 47, and the ring element 48 such that they are rotatable about the central axis L40. The first mounting section 40a does not accommodate the friction generating element 49 (second torsion spring 49A) in the first mounting section 40a. The second mounting section 40b accommodates the speed reducer 35.

[0044] The end wall 41a is provided with a through hole 41c to connect the brake rotor 45 to the spindle 25. The end wall 42a is provided with a through hole 42c to connect the slip rotor 44 to the motor 30.

[0045] The slip rotor 44 and the brake rotor 45 are connected to form the rotor pair 43. The brake rotor 45 has a first connection section 45b that allows a connection to a first rotating element outside the brake 40. The slip rotor 44 has a second connection section 44b that allows a connection to a second rotating element outside the brake 40.

[0046] In the present embodiment, the first connecting section 45b is arranged at the terminal end of the rotor pair 43, and the second connecting section 44b is arranged at the proximal end of the rotor pair 43. The first rotating element is a spindle 25. The second rotating element is the motor 30 or the associated speed reducer 35, more precisely an output shaft (i.e., the shaft section of the planet carrier 37d) of the speed reducer 35.

[0047] The slip rotor 44 comprises a base section 44a rotatable about the central axis L40 and a section 44d projecting radially outward from the base section 44a. The base section 44a has a cylindrical shape with a base that is open at the end. The base section 44a defines a shaft bore 44c for mounting with the brake rotor 45. The projecting section 44d has a sector shape in the axial direction and projects outward from the outer circumferential surface of the base section 44a. The outer circumferential surface of the projecting section 44d is a partially cylindrical surface.

[0048] The second connecting section 44b projects from the base section 44a towards the proximal end and can be connected to a socket connecting section. In this example, such a connected section is provided at the end section of the output shaft of the speed reducer 35. The second connecting section 44b and the connected section have complementary, non-circular (e.g., rectangular) cross-sections, allowing torque to be transmitted from the motor 30 to the slip rotor 44. However, the plug and socket configurations of the second connecting section 44b and the connected section can be reversed.

[0049] The brake rotor 45 comprises a cylindrical rotor body 45a that is open at a proximal end. The rotor body 45a has an end wall section at a terminal end and a circumferential wall section extending from the end wall section to the proximal end face. The first connecting section 45b is a groove or hole that opens toward the terminal end face of the end wall section of the rotor body 45a and can be connected to a plug-type connecting section. In this example, the connecting rod section 25a of the spindle 25 is the connecting section. The first connecting section 45b and the connecting rod section 25a have complementary, non-circular (e.g., rectangular) cross-sections, thus enabling the transmission of torque from the spindle 25 to the brake rotor 45 or vice versa.Knurling may be provided for the connection between the first connecting section 45b and the connecting rod section 25a.

[0050] The rotor body 45a has a receiving section 45c. The receiving section 45c is a space defined by the inner surfaces of the end wall section and the circumferential wall section, and is open at its proximal end. The rotor body 45a is provided with a shaft section 45d that projects from the end wall section to the receiving section 45c. The rotor body 45a has a limiting groove 45e that opens the receiving section 45c radially outwards. The limiting groove 45e is formed by cutting out a portion of the circumferential wall section in the circumferential direction from the proximal end to the terminal end and does not extend to the end of the circumferential wall section.

[0051] The receiving section 45c receives the base section 44a. The shaft section 45d is inserted into the shaft bore 44c, and the slip rotor 44 is rotatably mounted relative to the brake rotor 45. It is important to note that the diameter of the receiving section 45c (the inner diameter of the rotor body 45a) is as small as possible within a range that allows rotation of the base section 44a of the slip rotor 44. Conversely, the protruding section 44d does not fit into the receiving section 45c and is located in the limiting groove 45e. The outer circumferential surface of the protruding section 44d is radially exposed and forms the appearance of the rotor pair 43. The outer diameter of the protruding section 44d corresponds to the outer diameter of the rotor body 45a. The angular range (width in the circumferential direction) of the limiting groove 45e is larger than the angular range (width in the circumferential direction) of the preceding section 44d.Therefore, the limiting groove 45e can accommodate the preceding section 44d, and the slip rotor 44 and the brake rotor 45 can rotate relative to each other due to the difference in angular range.

[0052] Here, an end section of the preceding section 44d in the circumferential (lateral) direction is referred to as "side section 44e". A section that is part of the circumferential wall section of the rotor body 45a and defines both ends of the limiting groove 45e in the circumferential (lateral) direction is referred to as "groove side wall 45f". Due to the angular difference described above, the rotor pair 43 has a pair of gaps between one side section 44e and the opposite groove side wall 45f, and between the other side section 44e and the opposite groove side wall 45f.

[0053] When the slip rotor 44 is driven in a rotating direction, one of the pair of side sections 44e abuts the groove side wall 45f opposite the side section in the direction of rotation. The slip rotor 44 then rotates integrally with the brake rotor 45. When the brake rotor 45 is driven in a rotating direction, one of the pair of groove side walls 45f abuts the side section 44e facing the groove side wall in the direction of rotation. The brake rotor 45 then rotates integrally with the slip rotor 44.

[0054] The torsion spring 47 comprises a spiral section 47a wound around the outer circumferential side of the rotor pair 43, and a pair of end sections 47b extending from both ends of the spiral section 47a. The spiral section 47a is spirally shaped and wound around the rotor pair 43 in a region where the projecting section 44d is located in the axial direction. Both ends of the spiral section 47a and the pair of end sections 47b adjoining it are separated from each other not only in the axial direction but also in the circumferential direction. The pair of end sections 47b extends linearly radially inward from the spiral section 47a and is accommodated in the pair of gaps described above, thus engaging with the rotor pair 43. The torsion spring 47 is attached to the rotor pair 43 in a compressed state from its natural state.

[0055] When the slip rotor 44 is driven in a rotating direction, the end section 47b is pressed through the side section 44e. When the brake rotor 45 is driven in a rotating direction, the end section 47b is pressed through the groove side wall 45f. The spiral section 47a is wound around the rotor pair 43 in a winding direction in which a force is exerted in a direction in which the spiral section 47a is pressed through the end section 47b to increase the diameter when the end section 47b is pressed through the brake rotor 45. Conversely, the spiral section 47a is wound around the rotor pair 43 in a winding direction in which a force is exerted in a direction in which the spiral section 47a is pulled through the end section 47b to decrease the diameter when the end section 47b is pressed through the slip rotor 44.

[0056] Each of the pair of side sections 44e has a pair of recesses 46, which partially widens the pair of slots described above. During the integral rotation of the rotor pair 43, the pair of end sections 47b is not clamped between the rotor pair 43, but is received by each of the two recesses 46. The pair of recesses 46 is provided at different positions in the axial direction due to a difference in the axial positions of the pair of end sections 47b. One recess 46 extends from the proximal end of the projecting section 44d to the terminal end face to receive the end section 47b on the proximal end face. The other recess 46 extends from the terminal end of the projecting section 44d to the proximal end face to receive the end section 47b on the terminal end face. The recess 46 may be provided in the groove side wall 45f.

[0057] The ring element 48 has a cylindrical shape and is open at both ends. The inner circumferential surface 48a and the outer circumferential surface 48b of the ring element 48 are both cylindrical surfaces. The inner and outer diameters of the ring element 48 are constant in the axial direction. The ring element 48 is mounted externally on the spiral section 47a. The inner circumferential surface of the ring element 48 is in contact with the spiral section 47a.

[0058] The second leg spring 49A comprises a second spiral section 49a, which is wound around the outer circumferential surface of the ring element 48, and a pair of second end sections 49b extending from both ends of the second spiral section 49a. The second spiral section 49a has a helical shape and is in contact with the outer circumferential surface 48b of the ring element 48. Both ends of the second spiral section 49a are separated from each other in the axial direction, but are located at essentially the same position in the circumferential direction. The pair of second end sections 49b extends linearly on opposite sides along a tangent at positions at both ends of the second spiral section 49a in the circumferential direction.

[0059] The rotor pair 43, the torsion spring 47, the ring element 48, and the second torsion spring 49A are received in the first receiving section 40a via the proximal end opening of the brake housing 41 in a state in which the brake cover 42 has been removed from the brake housing 41. The brake cover 42 is then mounted on the brake housing 41, and the proximal end opening of the brake housing 41 is closed.

[0060] To describe the assembly process in detail, the friction generating element 49 is first attached to the outer circumferential surface of the ring element 48, and the torsion spring 47 is attached to the inner circumferential surface of the ring element 48. Next, or simultaneously, the brake rotor 45 is attached to the brake housing 41. The ring element 48, with the torsion spring 47 and the friction generating element 49, is then mounted to the brake rotor 45 on the brake housing 41. Finally, the slip rotor 44 is mounted to the brake rotor 45, and the torsion spring 47 and the rotor pair 43 are simultaneously assembled together. This completes the assembly of the brake 40. The exploded views in the Fig. 4, Fig. 5 to Fig. Figure 6 is intended to clearly show the positional relationship between the rotor pair 43 and the leg spring 47, as well as the positional relationship between the ring element 48 and the friction generating element 49, and does not necessarily show the process in the middle of the assembly process.

[0061] The brake housing 41 has a stepped cylindrical shape. The terminal end is a small cylindrical section 41d with a relatively small diameter, and the proximal end is a large cylindrical section 41e with a relatively large diameter. The brake housing 41 is provided with a stepped section 41f that connects the small cylindrical section 41d and the large cylindrical section 41e in the radial direction, and the stepped section 41f has an annular shape in the axial direction. A circular groove 41g is provided on an inner surface of the stepped section 41f. A rectangular limiting recess 41h is provided on the inner circumferential surface of the large cylindrical section 41e. The axial length of the limiting recess 41h is longer than the axial length of the second torsion spring 49A.

[0062] The terminal end section of the brake cover 42 has a double cylindrical shape. The inner cylindrical section 42d on the inner circumferential side projects from the outer cylindrical section 42e on the outer circumferential side towards the side of the proximal end. The end wall 42a projects radially inwards from the inner circumferential surface near the end of the inner cylindrical section 42d.

[0063] The rotor pair 43 is housed in the brake housing 41 in a position in which the first connecting section 45b faces the terminal end and the second connecting section 44b faces the proximal end. The rotor body 45a is received in the small cylindrical section 41d, and the base section 44a is received in the inner cylindrical section 42d. This allows the rotor pair 43 to be rotatably mounted about the central axis L40 with respect to the brake housing 41 and the brake cover 42.

[0064] The socket-shaped first connecting section 45b is exposed through the through-hole 41c towards the terminal end. The connecting rod section 25a enters the first receiving section 40a through the through-hole 41c and is connected to the first connecting section 45b. This fixes the spindle 25 coaxially with respect to the rotor pair 43. The plug-shaped second connecting section 44b extends through the end wall 42a via the through-hole 42c in the end wall 42a, enters the second receiving section 40b, and is connected to the connected section of the output shaft of the speed reducer 35. This fixes the output shaft of the speed reducer 35 coaxially with the rotor pair 43.

[0065] The terminal end section of the ring element 48 is located on its proximal end face relative to the terminal end of the rotor body 45a and is inserted into the circular groove 41g. The terminal end section of the ring element 48 is located on its proximal end face relative to the proximal end of the base section 44a (the base of the second connecting section 44b) and is externally fitted to the inner cylindrical section 42d and internally to the outer cylindrical section 42e. Thus, the ring element 48 is rotatably mounted about the central axis L40 relative to the brake housing 41 and the brake cover 42. The greater part of the ring element 48 is surrounded by the large cylindrical section 41e.

[0066] The torsion spring 47 is wound around and engaged with the rotor pair 43, is completely covered by the ring element 48, and is housed inside the large cylindrical section 41e. When neither the slip rotor 44 nor the brake rotor 45 is driven in rotation, i.e., when the rotor pair 43 is in the neutral position, the spiral section 47a abuts the inner circumferential surface of the ring element 48.

[0067] The second spiral section 49a of the second torsion spring 49A is arranged between the outer circumferential surface 48b of the ring element 48 and the inner circumferential surface of the large cylindrical section 41e. The second end section 49b is received in the limiting recess 41h. Circumferential displacement of the second torsion spring 49A is prevented by the contact between the second end section 49b and the limiting recess 41h. In a state in which the second end section 49b is engaged with the brake housing 41, the second torsion spring 49A is not rotatably received in the first receiving section 40a with respect to the brake housing 41.

[0068] In the support element 6A, which encloses the brake 40 as described above, the spindle 25 rotates in the opening direction corresponding to the extension of the movable housing 20 when the user manually initiates the opening process. Accordingly, the brake rotor 45 is driven by the spindle 25 to rotate in the opening direction. Before the brake rotor 45 rotates integrally with the slip rotor 44, the end section 47b of the torsion spring 47 is pressed through the brake rotor 45, and the spiral section 47a is pressed through the end section 47b. The spiral section 47a exerts a force to increase its diameter and is brought into pressure contact with the inner circumferential surface 48a of the ring element 48 by this force. Due to this pressure contact, the ring element 48 rotates with respect to the brake housing 41, together with the torsion spring 47, integrally with the rotor pair 43.At this point, the ring element 48 rotates, while its outer circumferential surface is brought into sliding contact with the second spiral section 49a of the second leg spring 49A. The second leg spring 49A generates friction with the ring element 48, and this friction is exerted on the spindle 25 as rotational resistance via the ring element 48, the leg spring 47, and the rotor pair 43. In this way, the brake 40 exerts the braking force with respect to the manual opening operation.

[0069] When the user manually initiates the closing process, the spindle 25 rotates in the closing direction in response to the pressure on the movable housing 20. Accordingly, the brake rotor 45 is rotated in the closing direction by the spindle 25. The process then proceeds similarly to the manual opening process. The end section 47b is pressed by the brake rotor 45, the spiral section 47a is brought into pressure contact with the ring element 48, the ring element 48 rotates integrally with the rotor pair 43 and comes into sliding contact with the second leg spring 49A, and the second leg spring 49A exerts a rotational resistance on the spindle 25. In this way, the brake 40 exerts the braking force with respect to the manual closing process.

[0070] When the opening process is subsequently triggered by the driving force of the motor 30, the slip rotor 44 is rotated by the motor 30 in the opening direction to push out the movable housing 20. Before the slip rotor 44 rotates integrally with the brake rotor 45, the end section 47b of the torsion spring 47 is pushed through the slip rotor 44, and the spiral section 47a is pulled through the end section 47b. The spiral section 47a exerts a force to reduce the diameter, thereby eliminating or reducing the pressure contact force on the inner circumferential surface 48a of the ring element 48. Therefore, during the integral rotation of the rotor pair 43, the torsion spring 47 rotates freely with respect to the ring element 48 or slides easily on the inner circumferential surface 48a of the ring element 48. The ring element 48 is held firmly against the brake housing 41.Therefore, the second leg spring 49A does not generate friction with the ring element 48 and exerts no rotational resistance on the spindle 25. Depending on the situation, the friction generated between the leg spring 47 and the ring element 48 can be exerted as a braking force on the spindle 25, but it is small compared to the rotational resistance generated by manual operation.

[0071] When the closing process is triggered by the drive force of the motor 30, the slip rotor 44 is rotated by the motor 30 in the closing direction to retract the movable housing 20. The same process as in the opening process is then carried out by the motor 30. The end section 47b is pressed by the slip rotor 44, the pressure contact force of the spiral section 47a with respect to the ring element 48 disappears or decreases, the ring element 48 does not come into sliding contact with the second leg spring 49A, and the second leg spring 49A exerts no rotational resistance on the spindle 25.

[0072] As described above, the function of the spiral section 47a changes depending on which of the rotor pairs 43 is driven, and the pressure contact force of the spiral section 47a with respect to the ring element 48 changes accordingly. This mechanically switches whether or not rotational resistance is applied. The spiral section 47a itself, which performs the switching function, is not the primary source of rotational resistance. The element that performs the switching operation (the spiral section 47a) is separate from the element that generates rotational resistance when required (the ring element 48 and the friction-generating element 49). It is sufficient for the spiral section 47a to be brought into pressure contact with the ring element 48 to exert a sufficiently large frictional force for rotation with the ring element 48 when rotational resistance is applied.In contrast to the case in which the spiral section 47a not only performs the switching operation but also generates the rotational resistance, the brake 40, which can apply the rotational resistance appropriately, can be implemented relatively easily.

[0073] In each of the four processes mentioned above, the end section 47b is received in the recess 46. The load acting on the end section 47b of the rotor pair 43 can be reduced. The service life of the torsion spring 47 and thus of the brake 40 is extended.

[0074] The friction generating element 49 is a second leg spring 49A that surrounds the ring element 48. This allows the contact area and the pressure contact force with the ring element 48 to be adjusted with a simple structure, and a suitable rotational resistance can be easily applied.

[0075] The pair of second end sections 49b of the second leg spring 49A extends oppositely along the tangential direction at a specific position in the circumferential direction of the second spiral section 49a. This allows the protrusion of the second end section 49b from the second spiral section 49a to be suppressed and a reduction in the size of the brake 40 to be achieved.

[0076] When the rotor pair 43 is in the neutral position, the torsion spring 47 comes into contact with the inner circumferential surface 48a of the ring element 48. Accordingly, it is possible both to generate a pressure contact force to rotate the ring element 48 by increasing the diameter of the spiral section 47a, and to achieve a sufficient reduction of the friction between the torsion spring 47 and the ring element 48 by decreasing the diameter of the spiral section 47a.

[0077] The outer circumferential surface 48b and the inner circumferential surface 48a of the ring element 48 are cylindrical surfaces. Accordingly, a pressure contact force can be absorbed by the spiral section 47a to cause it to rotate in the entire circumferential direction. During rotation of the ring element 48, the entire outer circumferential surface 48b can be brought into sliding contact with the friction-generating element in the circumferential direction. Therefore, the rotational resistance can be adequately applied.

[0078] Next, a modification of brake 40 will be described with reference to the Fig. 10 and Fig. 11 described.

[0079] The brake 40 according to the modification comprises a tolerance ring 49B as the friction generating element 49. The tolerance ring 49B comprises a cylindrical or drum-shaped ring body 49p and a plurality of elastic projections 49q provided on an outer circumferential surface of the ring body 49p. The elastic projection 49q is a projection that extends in the axial direction and is elastically deformable in the radial direction. The multiple elastic projections 49q are arranged circumferentially at intervals on the outer circumferential surface of the ring body 49p.

[0080] The inner circumferential surface of the tolerance ring 49B is in contact with the outer circumferential surface 48b of the ring element 48. The multiple elastic projections 49q of the tolerance ring 49B are brought into pressure contact with the inner circumferential surface of the large cylindrical section 41e of the brake housing 41 in a state where they are elastically deformed radially inwards. This secures the tolerance ring 49B against rotation relative to the brake housing 41. The inner circumferential surface of the large cylindrical section 41e of the brake housing 41 is a cylindrical surface to support the multiple elastic projections 49q in the entire circumferential direction. In the brake 40 according to the modification, the limiting recess 41h of the above embodiment is omitted.

[0081] Even when the brake 40 is applied to the support element 6A according to the modification, the brake 40 functions similarly to the embodiment described above. That is, while the brake 40 exerts rotational resistance on the spindle 25 during manual operation, the brake 40 does not exert rotational resistance on the spindle 25 or reduces it during operation by the motor 30.

[0082] Next, a support element 6B is constructed according to a second embodiment with reference to Fig. 12 described.

[0083] The support element 6B does not include a motor 30 or a speed reducer 35. Therefore, the receiving section 12 is shorter than that of the support element 6A. Because the receiving section 12 is shortened, the partition plate section 12c, the mounting section 15d, and the support section 14c are located at the proximal end, and the extension section 13 is longer. The spindle 25 is longer at the terminal end with respect to the bearing 26, and the coil spring 28 is also longer. A brake 40 and a spacer 50 are arranged in the receiving section 12. The spacer 50 is located at the proximal end of the brake 40. The spacer 50 has a cylindrical shape and includes a reinforcing partition 50a at its proximal end. The second connecting section 44b of the slip rotor 44 has no connecting partner.

[0084] In the present embodiment, the brake 40 can also exert rotational resistance on the spindle 25 when the brake rotor 45 is driven by the spindle 25. The second torsion spring 49A or the tolerance ring 49B can be attached to the friction generating element 49.

[0085] The configuration of the above embodiment is merely an example and can be suitably modified within the scope of the present invention.

[0086] The slip rotor 44 can be connected to the spindle 25, and the brake rotor 45 can be connected to the speed reducer 35 and thus to the motor 30. In this case, the winding direction of the spiral section 47a is opposite to that in the embodiment described above. This makes it possible to exert rotational resistance during passive extension and retraction and to eliminate or reduce the rotational resistance during active extension and retraction.

[0087] The end section 47b of the torsion spring 47 can only be provided at one end of the spiral section 47a. In this case, the recess 46, which receives the end section 47b, can be provided in the corresponding side section 44e of the preceding section 44d of the slip rotor 44 or in the corresponding groove side wall 45f of the limiting groove 45e of the brake rotor 45.

[0088] The first rotary element is not limited to the spindle 25 of the support element 6A, and the second rotary element is not limited to the motor 30 of the support element 6A. The friction brake device can also be used in devices other than the vehicle door support device. EXPLANATION OF THE REFERENCE POINTS 1 vehicle 2 Vehicle body 3 Door 5 Support device 6, 6A, 6B Support element 10 fixed housing 11 Connecting element 12 Recording section 12a proximal end 12b terminal end 12c Separating plate section 12d Holding section 12e Mounting recess 13 Extension section 14 Cover section 14a proximal end 14b terminal end 14c Support section 15 Leadership section 15a proximal end 15b terminal end 15c guide groove 15d Mounting section 20 movable housing 21 Connecting element 22 external cylinders 22a proximal end 22b terminal end 22c Support section 23 Push rod 23a proximal end 23b terminal end 23c Leading position 25 spindle 25a Connecting rod section 26 warehouses 27 Spindle nut 28 coil spring 30 engine 35 Speed ​​reducers 36, 37 planetary gear 36a, 37a Internal gear 36b, 37b Sun wheel 36c, 37c planetary gear 36d, 37d Planetary carrier 40 brake 40a first recording section 40b second recording section 41 Brake housing 41a Front wall 41b Perimeter wall 41c Through hole 41d small cylindrical section 41e large cylindrical section 41f graduated section 41g circular groove 41h limitation exemption 42 Brake cover 42a Front wall 42b Perimeter wall 42c Through hole 42d inner cylinder section 42e outer cylinder section 43 rotor pairs 44 Slip rotor 44a Basic section 44b second connecting section 44c shaft bore 44d preceding section 44e Section 45 Brake rotor 45a Rotor body 45b first connecting section 45c Recording section 45d wave section 45e Limit groove 45f groove side wall 46 recess 47 Leg spring 47a Spiral section 47b Final section 48 ring element 48a Inner circumferential area 48b External perimeter area 49 Friction generating element 49A second leg spring 49a second spiral section 49b second final section 49B Tolerance ring 49p ring body 49q elastic protrusion 50 spacers 50a Partition wall L, L40 center axis QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2024-214005

[0001] US 11.067.156 B2 [0003, 0005]

Claims

Friction braking device comprising: a pair of rotors, comprising a brake rotor with a first connecting section that can be connected to an external first rotating element, and a slip rotor with a second connecting section that can be connected to an external second rotating element and is rotatably mounted in the brake rotor; a torsion spring with a spiral section wound around an outer circumference of the pair of rotors and a pair of end sections extending from both ends of the spiral section and engaging with the pair of rotors; a ring element surrounding the spiral section; a brake housing rotatably mounting the pair of rotors, the torsion spring, and the ring element;and a friction generating element which is not rotatably mounted in the brake housing and is in sliding contact with an outer circumferential surface of the ring element, wherein when one rotor of the rotor pair is driven to rotate, the spiral section comes into pressure contact with an inner circumferential surface of the ring element and the ring element rotates integrally with the rotor pair and comes into sliding contact with the friction generating element, and when the other rotor of the rotor pair is driven to rotate, the spiral section releases or reduces the pressure contact of the ring element with the inner circumferential surface. Friction braking device according to claim 1, wherein the friction generating element is a second leg spring surrounding the ring element. Friction brake device according to claim 2, wherein the second leg spring has a second spiral section which is wound around the outer circumferential surface of the ring element, and a pair of second end sections which extend from both ends of the second spiral section and engage with the brake housing, and the pair of second end sections extends opposite each other along a tangential direction at a certain position in a circumferential direction of the second spiral section. Friction braking device according to claim 1, wherein the friction generating element is a tolerance ring which is elastically in contact with the ring element and the brake housing. Friction braking device according to one of claims 1 to 4, wherein the torsion spring touches the inner circumferential surface of the ring element when the rotor pair is in a neutral position. Friction braking device according to one of claims 1 to 5, wherein the outer circumferential surface and the inner circumferential surface of the ring element are cylindrical surfaces. Vehicle door support component comprising: a friction brake device according to any one of claims 1 to 6; a tubular stationary housing with a first end connected to a vehicle body or a door and a second end opposite the first end; a tubular movable housing with a third end connected to the vehicle body and the door, the third end having a side opposite the third end which is received in the stationary housing from the second end and which is movable in an axial direction with respect to the stationary housing; a spindle rotatably mounted within the stationary housing; and a spindle nut screwed to the spindle and coupled to the movable housing, the spindle being the first rotating element or the second rotating element and being connected to one rotor of the rotor pair. Vehicle door support part according to claim 7, further comprising a motor that drives the spindle, wherein the motor is the other of the first rotating element and the second rotating element and is connected to the other rotor of the rotor pair.

Images