Vehicle door swing driver

Abstract

The invention relates to a vehicle door pivot drive (1). The door pivot drive (1) has an actuating cylinder with a piston unit and two fluid-loaded pressure chambers. The movement of the piston unit due to the application of pressure is converted into a rotational movement by means of a spindle drive having a spindle (10). The damping rotating body (34) is twisted by means of the main shaft (10). The connection of the door pivot drive (1) is connected to the pressure chamber via a connection path having a switching cross-section (32). The conversion cross-section is covered to varying degrees by a damping rotating body (34) which rotates with the rotation of the main shaft (10). The transition cross-section (32) has a cross-section that varies in the circumferential direction.

Description

Field of the Invention

[0001] The present invention relates to a door swing drive, which can be used in particular for the swinging opening and closing movement of a door (such as the door of a bus or a rail vehicle), wherein the door can be a single-leaf door or a leaf of a double-leaf door. Background Art

[0002] DE 10 2006 031 477 B4 describes a door swing drive having an adjustment cylinder with a piston unit. The piston unit is part of a spindle drive, which converts the translational movement of the piston unit generated by loading the pressure chamber of the adjustment cylinder into the rotational movement of a follower bolt of the spindle, and then the follower bolt is drivingly connected to a rotary column in a driving manner. Then, the rotary column causes the swinging movement of the door. DE 10 2006 031 477 B4 proposes a fluid end position damping device, which can on the one hand enable the opening and closing movements with a high angular velocity, and on the other hand prevent the door swing drive from abutting against the end stops at the end positions related to the open position and the closed position. For this purpose, a damping disk rotates together with the spindle of the spindle drive. The damping disk has a longitudinal hole with an arcuate longitudinal axis, which is concentric with the rotational axis of the spindle. At the end position away from the spindle, the longitudinal hole has a conversion hole through which fluid can flow from the connection part of the door swing drive to the pressure chamber, thereby enabling unrestricted conversion of the fluid. On the contrary, if the spindle approaches the end position, the connection hole is partially covered by the boundary of the longitudinal hole in the circumferential direction, so that throttling occurs when approaching the end position, resulting in a slowdown of the movement of the piston and the spindle.

[0003] Other prior arts of the door swing drive are disclosed in particular in the applicant's documents DE 102007 025375A1 and DE 10 2008 034 994 B3. Summary of the Invention

[0004] Based on the following task, the present invention provides a door swing drive, which realizes alternative and / or improved end position damping especially in consideration of the influence of different environmental conditions, different specified movement speeds and opening characteristics of the door and / or different structural parameters and dimensions of the door.

[0005] The present invention provides a door swing actuator having an adjustment cylinder. The adjustment cylinder has a piston unit which has a piston body and a spindle nut and separates two fluid-loaded pressure chambers. The adjustment cylinder also has a spindle which has (at least) one spindle channel and forms a spindle drive together with the spindle nut of the piston unit. The spindle can be (directly or indirectly) connected to the swivel column of the door. The door swing actuator also has a damping rotating body, in particular a damping disc. The damping rotating body rotates together with the spindle. The door swing actuator has a connection part through which the door swing actuator can be connected to the pipeline system of the vehicle, and a control pressure should be applied to this pipeline system. By means of this control pressure, the corresponding pressure chamber should be loaded, and the pressure chamber can thus be used to control the movement of the spindle drive. For this purpose, the connection part is connected to the pressure chamber via a connection path. The connection path has a conversion cross-section which can be formed by the mouth region of a conversion channel, in particular a conversion hole. Depending on the rotational angular position of the spindle, the conversion cross-section is covered by the damping rotating body to varying degrees, thereby producing the above-mentioned throttling effect. In this regard, the door swing actuator is constructed corresponding to the prior art situation mentioned at the beginning.

[0006] However, in the prior art mentioned at the beginning, the conversion cross-section is only locally provided in the form of the mouth region of a conversion hole, while the present invention proposes that the conversion cross-section extends in a circumferential direction over a circumferential angle. Just to mention a few non-limiting embodiments of the present invention, this circumferential angle can be more than 10%, more than 20%, more than 30%, more than 40%, more than 50%, more than 60%, more than 70%, more than 80% or even more than 90% of the rotational angle of the spindle between the end positions.

[0007] The conversion cross-section has a varying radial extension around the rotational axis of the spindle (in particular over the above-mentioned circumferential angle). Therefore, according to the present invention, the influence of the throttling effect can be produced not only near the end positions. On the contrary, the influence or variation of the damping effect will occur more or less over most of the rotational movement of the spindle. Therefore, compared with the prior art, the braking of the rotational movement of the spindle can be carried out at an earlier time point before reaching the end position. By the type of variation of the radial extension, for example as a function of the radial extension of the circumferential angle, the "characteristic curve" type of the throttling effect according to the rotational angle of the spindle can be structurally predefined. By predefining the relationship between the radial extension and the circumferential angle, the desired throttling and movement curves can be adjusted in a simple manner. In principle, the configuration of the relationship between the curve of the radial extension and the circumferential angle is not limited. Preferably, when approaching the end position, the radial extension continuously increases or decreases in a linear or arbitrary curve shape.

[0008] In one embodiment of the present invention, the transition cross-section has, on the one hand, a circular cross-sectional area which can be formed by a transition hole that is part of the connection path and leads to the connection path starting from the connection part. In addition, the transition cross-section has a wing cross-sectional area which extends from the circular cross-sectional area in the circumferential direction. Here, the extension of the wing cross-sectional area in the circumferential direction is, for example, at least 1.5 times as large, at least 2 times as large, or even at least 3 times as large as the diameter of the circular cross-sectional area or the circular cross-sectional hole. The section of the wing cross-sectional area adjacent to the circular cross-sectional area preferably has a radial extension smaller than the diameter of the circular cross-sectional area (preferably more than 20%, more than 30%, more than 40% or more than 50% smaller). The radial extension of the wing cross-sectional area preferably remains constant or decreases with an increasing distance from the circular cross-sectional area in the circumferential direction. The wing cross-sectional area can extend in the circumferential direction or be inclined with respect to the circumferential direction.

[0009] In the above embodiment, the damping rotor gradually closes the transition cross-section as it approaches the end position, in such a way that it first covers the wing cross-sectional area and then at least partially covers the circular cross-sectional area.

[0010] In another configuration of the present invention, the (identically or differently configured) wing cross-sectional areas extend from the circular cross-sectional area in two circumferential directions. This configuration is based on the recognition that in some cases, the damping rotor and even the entire door swing drive should be able to be installed without change or with as many identical components as possible, regardless of whether the approach to the end position to be damped is achieved by rotation in a first direction or by rotation in the opposite second direction. In this case, the wing cross-sectional areas can extend from the circular cross-sectional area in two circumferential directions. For the first rotational direction as the end position is approached, the first wing cross-sectional area can be gradually covered, while the other wing cross-sectional area can be covered during the entire rotation in the direction of the second wing cross-sectional area. Conversely, if the door swing drive and the damping rotor are used to approach the end position in the second rotational direction, the damping rotor will gradually cover a larger area of the second wing cross-sectional area, while the first wing cross-sectional area can be permanently covered. However, it is also entirely possible for neither of the two wing cross-sectional areas to be covered when leaving the end position, while one of the wing cross-sectional areas can be covered depending on the rotational direction as the end position is approached.

[0011] Within the framework of the present invention, a damping rotating body with longitudinal holes corresponding to DE 10 2006 031 477 B4 can be used. Another embodiment of the present invention is that the damping rotating body has a non-circular outer contour, which covers the conversion cross-section to varying degrees depending on the rotational angular position of the main axis. In other words, the change in the throttling effect is caused by the movement of the non-circular outer contour along the conversion cross-section. The throttling characteristics can be further influenced according to the rotational angular position of the main axis by the shape of the non-circular outer contour. On the other hand, in the present embodiment, the damping rotating body, for example configured as a damping disk, can be formed by longitudinal holes without being weakened.

[0012] In principle, the connection path can be configured as a pipe from the connection part to the pressure chamber, with the conversion cross-section arranged in the middle, and any other fluid-effective components can be arranged in this pipe.

[0013] In one embodiment of the present invention, the connection path has a bifurcation, in the region of which the connection path bifurcates into a first connection sub-path and a second connection sub-path. Then, both connection sub-paths terminate in the pressure chamber in the orifice region. For this configuration, the first connection sub-path links the connection part to the pressure chamber, so that the second connection sub-path forms a kind of "bypass channel" of the first connection sub-path. Even if the conversion cross-section in the second connection sub-path is completely covered and blocked by the damping rotating body, the fluid can still be input or discharged from the pressure chamber through this bypass channel. Therefore, the first connection sub-path ensures a minimum flow rate between the connection part and the pressure chamber, where the throttling effect can remain constant or be independent of the rotational angular position of the main axis in the first connection sub-path. The second connection sub-path connects the connection part to the pressure chamber through the conversion cross-section and has the above-mentioned feasibility to influence the throttling effect in the region of the conversion cross-section according to the rotational angular position of the main axis.

[0014] For other embodiments of the door swing actuator, an adjustable throttle part is arranged in the connection path. Just to give an example that does not limit the present invention, this relates to a throttle screw. The throttle part is not adjusted during the operation of the door swing actuator and is independent of the rotational angular position of the main axis. More precisely, the throttle part is manually adjusted outside the operation of the door swing actuator in order to adjust the characteristics of the door swing actuator according to requirements and the installation environment. Therefore, for example, the throttle part can be manually adjusted to adjust the movement speed or the opening and / or closing characteristics to adapt to doors of different masses, etc. Preferably, the throttle part is arranged in the second connection path to adjust the throttling effect in the bypass channel.

[0015] Another aspect of the present invention relates to the following configuration method, in which the main shaft of the door swing drive is not axially fixed during the entire operation and can only perform rotational motion. More precisely, in the embodiment of the door swing drive, it is also possible to achieve a stroke motion of the main shaft in the direction of its longitudinal axis and rotational axis. This stroke motion can be transmitted to the rotating column of the door here. For example, the rotating column and / or the door can be locked in the end position by means of such a stroke motion. On the other hand, if the torque acting on the door, the rotating column, and the main shaft is too large, for example, the door hits an obstacle or a person is trapped in the entrance or exit area of the door, this may cause such a stroke motion. In this case, the stroke motion of the main shaft or the rotating column can be sensed. Based on the sensor signal, a signal of abnormal operation can be sent (for example, to the driver of the bus), and appropriate measures can be manually introduced by the driver or automatically, such as reopening the door. The stroke motion (which is not limited to the stroke motion in the area of the end position) can occur over the entire rotation angle area of the main shaft. When the damping rotating body is axially rigidly fixed to the main shaft, this stroke motion will cause the damping rotating body to be lifted from the conversion cross-section, which will disable the function of the damping rotating body and eliminate any throttling effect caused by the damping rotating body. For this configuration of the door swing drive, the damping rotating body can be coupled to the main shaft torsionally resistant but with axial movement freedom. There are various possibilities for such a coupling between the damping rotating body and the main shaft. Just to give an example that does not limit the present invention, the main shaft can have at least one groove (for example, in the form of a feather key) in the area connected to the damping rotating body, and the protrusion of the damping rotating body fits torsionally resistant into this groove. The axial movement freedom between the damping rotating body and the main shaft is ensured here by the feasibility of the radially inwardly oriented protrusion moving in the groove of the main shaft.

[0016] If, while providing axial movement freedom, the damping rotating body can still follow the axial movement of the main shaft, the present invention proposes that the damping rotating body is loaded by a spring in the direction of the axial movement freedom, so that the damping rotating body is axially loaded in the direction of the conversion cross-section by means of the spring. Therefore, the spring exerts an inhibitory effect. However, it must be ensured here that the spring has relative rotational freedom with respect to the support or the damping rotating body.

[0017] It is feasible that the damping rotor or damping disk is rigid, so that the damping rotor or damping disk can interact with the conversion cross-section to produce the desired throttling effect without being affected by the flow direction and pressure conditions of the conversion cross-section. However, in a solution of the present invention, the damping rotor is flexible and can deform according to the fluid conditions. If the fluid is discharged from the corresponding pressure chamber, the damping rotor will deform, causing the damping rotor to move away from the conversion cross-section at least in the relevant section, thereby at least reducing the restriction of the fluid passing through the damping rotor. Therefore, the fluid deformation of the damping rotor results in no throttling effect or a reduced throttling effect. In this case, the throttling effect is only generated in the area of another damping rotor, and the other damping rotor corresponds to the fluid loading of another pressure chamber. On the contrary, when the fluid enters the pressure chamber, the desired and explained throttling effect is achieved by the interaction between the damping rotor and the conversion cross-section. Here, the damping rotor for this flow direction can be fluidly pressed, for example, onto the end plate or the surrounding area of the conversion cross-section, so that the flexibility of the damping rotor does not cause deformation.

[0018] Advantageous expansions of the present invention are given in the description and the drawings.

[0019] The advantages of the features and combinations of multiple features mentioned in the description are only exemplary and can alternatively or cumulatively produce effects. According to the embodiments of the present invention, these advantages do not necessarily have to be achieved.

[0020] Regarding the disclosure content (rather than the scope of protection) of the original application documents and patents, the following applies: More features can be obtained from the drawings - especially the shown geometries, the relative dimensions of multiple components to each other, as well as their relative arrangements and functional connections. The combinations of features of different embodiments of the present invention and the combinations of features of different claims can also deviate from the selected citation relationships in the claims and are inspired hereby. This also applies to the features shown in individual drawings or mentioned in the description. These features can also be combined with the features in different claims. Similarly, in other embodiments of the present invention, the features listed in the claims can also be omitted, but this does not apply to the independent claims of the authorized patents.

[0021] The features mentioned in the claims and the description should be understood, in terms of their quantity, as exactly having such a quantity or a quantity more than the mentioned quantity, without necessarily explicitly using the adverb "at least". For example, when referring to an element, it should be understood as exactly one element, two elements, or more elements. The features listed in the claims can be supplemented by other features or can be the only features of the subject matter of the corresponding claims.

[0022] The reference signs contained in the claims do not represent a limitation of the scope of the subject matter protected by the claims. They are merely intended to make the claims more readily understandable. Description of the Drawings

[0023] Hereinafter, the present invention will be further explained and described with reference to the preferred embodiments shown in the drawings.

[0024] Figure 1 The door swing actuator is shown in a longitudinal section.

[0025] Figure 2 Details II of the longitudinal section of the door swing actuator according to Figure 1 are shown, in which the damping rotating body is located at a rotational angular position that does not overlap with the circular cross-sectional area of the conversion cross-section.

[0026] Figure 3 Details III of the longitudinal section of the door swing actuator according to Figure 1 are shown, in which the damping rotating body is located at a rotational angular position in which the circular cross-sectional area of the conversion cross-section is covered.

[0027] Figure 4 A cross-section of the door swing actuator according to Figure 1 is shown in an angular position in which the conversion cross-section is covered.

[0028] Figure 5 A cross-section of the door swing drive according to Figure 4 is shown in cross-section, in which the conversion cross-section is completely released by the damping rotating body here.

[0029] Figure 6 A cross-section of the door swing actuator according to Figure 4 and Figure 5 is shown, in which the damping rotating body here covers the wing cross-sectional area and part of the circular cross-sectional area of the conversion cross-section.

[0030] Figure 7 A cross-section of the door swing actuator in the region of the connection part is shown, and a throttle part in the configuration of a throttle screw. Detailed Description of the Invention

[0031] Figure 1 The door swing actuator 1 is shown, which has an adjustment cylinder 2. The adjustment cylinder 2 has a cylinder liner 3, which is closed at the regions of both ends by end plates 4, 5, which can be configured as a bottom-side and a cover-side end plate.

[0032] The piston unit 6 is guided in the adjustment cylinder 2 in a sealed manner and is movable in the direction of the longitudinal and rotational axis 7. The piston unit 6 fluidically separates the pressure chambers 8, 9 from each other.

[0033] The main shaft 10 is connected to the swivel column of the vehicle door outside the upper end region. The main shaft 10 extends into or through the end plates 4, 5 in a sealed manner by means of a cylindrical section. The main shaft 10 is supported relative to the end plate 4 by bearing units 44, 45 such that the main shaft 10 can perform both a rotational movement about the longitudinal and rotational axis 7 and a translational movement in the direction of the longitudinal and rotational axis 7.

[0034] The main shaft 10 extends through the piston unit 6 in a section in the region of which main shaft channels 11a, 11b are arranged on opposite sides, also in a sealed manner. Rolling elements 13a, 13b, in particular cylindrical rollers 14a, 14b, are rotatably supported on the piston body 12 of the piston unit 6. The rolling elements 13 bear against the main shaft channels 11. The pressure chambers 8, 9 are sealed from each other by a sealing ring 15 which bears against the jacket surface of the main shaft 10 over the entire circumferential region in the main shaft channel section of the main shaft 10 for sealing purposes. The sealing ring 15 thus has an inner face which corresponds to the cross-sectional profile of the main shaft channels 11 in the region of the main shaft channels 11 and is flattened and which is of cylindrical section between the main shaft channels 11. Here, the inner face which is intended to bear against the main shaft channels 11 is helical such that it can follow the helix of the main shaft channels 11 for the largest possible area of bearing. The outer face of the sealing ring 15 is constructed as cylindrical. The sealing ring 15 is received on a sealing ring holder 16 which in turn is held (in a sealed manner) on the piston body 12.

[0035] The main shaft nut 17 consists of the piston body 12 and the rolling elements 13. The main shaft nut 17 is supported on the main shaft channels 11 of the main shaft 10 by the rolling elements 13, forming a main shaft drive 18 which converts the translational movement of the piston unit 6 in the direction of the longitudinal and rotational axis 7 into a rotational movement of the main shaft 10 about the longitudinal and rotational axis 7. Here, the rotation of the main shaft nut 17 is blocked since the piston body 12 is guided in the direction of the longitudinal and rotational axis 7 by at least one guide rod 19 which extends through a corresponding guide hole of the piston body 12.

[0036] The vehicle door swing drive 1 has a connection 20 which is connected to the pressure chamber 8 via a connection path 21 (see Figure 7 ), and has a connection, not shown here, which is connected to the pressure chamber 9 via a connection path 23.

[0037] The connection part 20 and the connection path 21 are used to further illustrate the relevant details here. Among them, the same also applies to other connection parts with the connection path 23.

[0038] The connection path 21 starting from the connection part 20 branches into the connection path parts 28 and 29 through the bifurcation part 27. The connection between the connection part 20 and the bifurcation part 27 is realized through the connection channels 48, the annular gap 49 formed in the area of the bearing unit 44, and the transverse channel 50 (see Figure 7 ).

[0039] The connection path part 28 has a throttling part 24, which is constructed as a throttling screw 26 here, and the throttling screw can be manually adjusted through the internal polygon 25. The throttling screw 26 is screwed into the assembly hole 46 of the end plate 4 in a sealed manner. The throttling screw 26 has a tapered end, and the tapered end forms a throttling annular gap with the hole or channel of the connection path part 28. The annular gap height of the throttling annular gap and thus the throttling effect depend on the screwing angle of the throttling screw 26 into the assembly hole 46.

[0040] In Figure 2 the connection path part 28 can be seen. The transverse channel 30 extends from the bifurcation part 27 through the throttling part 24 to the conversion hole 51 oriented parallel to the longitudinal and rotational axis 7, and the conversion hole leads to the pressure chamber 8. The transverse channel 30, the throttling part 24, and the conversion hole 51 and thus the connection path part 28 form a bypass channel 42.

[0041] The connection path part 29 has a conversion hole 31 starting from the bifurcation part 27. The mouth area of the conversion hole 31 forms a conversion cross-section 32, especially in the form of a circular cross-section area 33, at the rotational angular position of the main shaft 10 shown in Figure 1 and Figure 2 The mouth area is covered and closed by the damping rotating body 34.

[0042] In this case, the damping rotating body 34 is constructed as a damping disk 35. The damping disk 35 has a radially inwardly oriented bulge 36, which is torsionally engaged with the longitudinal groove 37 of the main shaft 10 when rotating around the longitudinal and rotational axis 7.

[0043] If the main shaft 10 and thus the damping rotating body 34 are rotated around the longitudinal and rotational axis 7 to the Figure 3 shown angular position, the damping rotating body 34 will expose the conversion cross-section 32 due to the non-circular outer contour 38, which is the circular cross-section area 33 of the conversion hole 31 here. Therefore, at the rotational angular position of the main shaft 10 according to Figure 3 , the fluid can enter the pressure chamber 8 through the connection path part 29 with a throttling effect smaller than that at the rotational angular position shown in Figure 2 , where preferably at according toFigure 2 In the rotational angular position, the connecting path portion 29 is blocked.

[0044] Figure 4 The damping rotating body 34 is shown in cross-section of the door swing drive 1 communicating with its outer contour 38. The outer contour 38 is not circular but has a flattened portion 39. For the illustrated embodiment, the flattened portion 39 is formed by two secant lines of a circle, and the secant lines form an angle at the intersection on the radial axis of the longitudinal and rotational axes 7, and the angle is in the range of 110 to 170°, preferably 120 to 160° or 130 to 155°. The outer contour 38 is rounded in the region of this intersection.

[0045] In Figure 4 the rotational angular position of the illustrated main shaft 10, the damping disk 35 completely covers the conversion cross-section 32.

[0046] In contrast, for the rotational angular position of the main shaft 10 shown in Figure 5 , the damping rotating body 34 is arranged such that the flattened portion 39 completely exposes the conversion cross-section 32. As can be seen from this view, in addition to the circular cross-section area 33 formed by the conversion hole 31, the conversion cross-section 32 also has wing cross-section areas 40, 41 on both sides in the circumferential direction.

[0047] The loading of the pressure chamber 8 by the connecting portion 20 through the connecting path 21 and the connecting path portions 28, 29 is explained and identified with reference numerals in the description and the drawings. This also applies to the connection of other connecting portions to the pressure chamber 9.

[0048] The working principle of the door swing drive 1 is as follows:

[0049] By controlling the fluid loading and pressure in pressure chambers 8 and 9 through the connecting part 20 and another connecting part, an adjustment force generated thereby can be applied to the piston unit 6, and this adjustment force is converted into the rotational movement of the main shaft 10 by means of the main shaft drive 18, and further into the rotational movement of the rotary column of the vehicle door. Among them, according to the pressure difference in pressure chambers 8 and 9, rotations in different directions can be caused, and further the opening and closing movements of the vehicle door can be caused. In principle, no stroke movement of the main shaft 10 will be generated due to the loading of pressure chambers 8 and 9. However, if the rotational movement of the main shaft 10 reaches the stop of the drive mechanism of the vehicle door, the main shaft 10 will generate a stroke movement because the main shaft 10 is movably supported in two bearing units 44 and 45 of the vehicle door swing drive 1 in a restricted manner in the direction of its longitudinal and rotational axis 7. This stroke movement can be used to cause the locking of the vehicle door drive mechanism, especially the locking of the rotary column. If the vehicle door or the drive mechanism is blocked at any position during the opening or closing movement, for example, due to a person being caught by the vehicle door, a stroke movement can also be caused accordingly. Then, the stroke movement can be sensed by means of a sensor or a switch, so as to automatically detect and evaluate the blockage of the vehicle door or the vehicle door rotary drive mechanism.

[0050] In order to enable the upper damping rotary body 34 to be offset downward together with the main shaft 10 during the stroke movement, and the lower damping rotary body to be lifted together, the bulges 36 are respectively guided into the longitudinal grooves 37. The damping rotary bodies 34 are respectively loaded by the springs 43 in the direction of the end plates 4, 5 and the transition cross-section 32.

[0051] The damping disc 35 is preferably constructed to be flexible or bendable, so that the damping disc can elastically deform according to the fluid condition, flow direction and pressure. The radially inner damping disc section is preferably prevented from elastic deformation by the spring 43, while the radially outer damping disc section can be deformed.

[0052] If fluid is input into pressure chamber 8, for Figure 1 the piston unit 6 in it moves downward, then Figure 2 the radially outer damping disc section in it bends downward, thereby releasing the transition cross-section 32. This causes that regardless of the rotational angular position of the main shaft 10, there is no or only limited throttling of the fluid in this flow direction of the fluid by the upper damping disc 35.

[0053] In the opposite flow direction, that is, when the fluid is discharged from pressure chamber 8, the damping disc 35 is pressed against the end plate 4, and thus this end plate can no longer elastically deform. Then, the damping disc 35 can cause the above-mentioned effect for generating end position damping.

[0054] This causes that for Figure 1 the upward movement of the piston unit 6 in it, the end position damping is provided only or mainly by the upper damping disc 35, as in Figure 2 and Figure 3As shown, since the lower damping disc is elastically deformed, the fluid can be supplied to the pressure chamber 9 with minimal throttling. Conversely, for Figure 1 the downward movement of the piston unit 6 in Figure 1 , the upper throttling disc 35 becomes inoperative due to elastic deformation, thus again not causing throttling. For this direction of movement, Figure 1 the lower damping disc in Figure 1 provides end - position damping.

[0055] In Figure 7 As can be seen in Figure 7 , two connecting parts 20 of the pressure chamber 8 (and another connecting part of the corresponding pressure chamber 9) are provided, where one connecting part 20b can be closed by a closing plug 52. This configuration enables the door swing drive 1 to be installed in different mounting environments and orientations.

[0056] In the drawings, Figure 4 it is possible to represent the upper end - position of the piston unit 6, in which the transition cross - section 32 is completely covered by the damping disc 35 for discharging fluid from the pressure chamber 8. If fluid is supplied to the pressure chamber 8 in this operating position, due to the elasticity of the damping disc 35, the transition cross - section 32 can also be released at the Figure 4 angle position shown in Figure 4 . Figure 5 Figure 5 shows the rotational angular position leaving the end - position, in which the entire transition cross - section 32 is released. Conversely, Figure 6 Figure 6 shows the lower end - position of the piston unit 6, in which the transition cross - section 32 is partially covered by the damping disc 35. It should also be noted here that due to the elasticity of the damping disc 35, the transition cross - section 32 can still be completely released for supplying fluid to the pressure chamber 8.

[0057] In Figure 4 the operating position shown in Figure 4 , fluid is discharged from the pressure chamber 8 only through the connecting - path section 28 and the bypass channel 42 when the transition cross - section 32 is closed by the damping disc 35.

[0058] List of Reference Signs

[0059] 1 Vehicle door swing drive

[0060] 2 Adjusting cylinder

[0061] 3 Cylinder sleeve

[0062] 4 End plate

[0063] 5 End plate

[0064] 6 Piston unit

[0065] 7 Longitudinal axis and rotational axis

[0066] 8 Pressure chamber

[0067] 9 Pressure chamber

[0068] 10 Spindle

[0069] 11 Spindle Track

[0070] 12 Piston Body

[0071] 13 Rolling Element

[0072] 14 Cylindrical Roller

[0073] 15 Sealing Ring

[0074] 16 Sealing Ring Retainer

[0075] 17 Spindle Nut

[0076] 18 Spindle Driver

[0077] 19 Guide Rod

[0078] 20 Connection Part

[0079] 21 Connection Path

[0080] 23 Connection Path

[0081] 24 Throttle Part

[0082] 25 Internal Polygon

[0083] 26 Throttle Screw

[0084] 27 Bifurcation Part

[0085] 28 Connection Path Portion

[0086] 29 Connection Path Portion

[0087] 30 Lateral Channel

[0088] 31 Conversion Hole

[0089] 32 Conversion Cross - Section

[0090] 33 Circular Cross - Section Area

[0091] 34 Damping Rotating Body

[0092] 35 Damping Disk

[0093] 36 Bulge

[0094] 37 Longitudinal Groove

[0095] 38 Outer Contour

[0096] 39 Flattened Portion

[0097] 40 Wing Cross - Section Area

[0098] 41 Wing cross-sectional area

[0099] 42 Bypass channel

[0100] 43 Spring

[0101] 44 Bearing unit

[0102] 45 Bearing unit

[0103] 46 Assembly hole

[0104] 47 Assembly hole

[0105] 48 Connection channel

[0106] 49 Annular gap

[0107] 50 Transverse channel

[0108] 51 Conversion hole

[0109] 52 Closing plug

Claims

1. A vehicle door swing drive (1), comprising a) an adjustment cylinder (2), which has aa) a piston unit (6), which has a piston body (12) and a spindle nut (17), and separates two fluid-loaded pressure chambers (8, 9), and ab) a spindle (10), which has a spindle passage (11) and, together with the spindle nut (17), forms a spindle drive (18), and b) a damping rotor (34), which rotates with the spindle (10), c) Connecting part (20), which is connected to the pressure chamber (8; 9) via a connecting path (21), wherein, the connecting path (21) has a transition cross-section (32), which is covered by the damping rotor (34) to different extents depending on the rotational angular position of the spindle (10), characterized in that d) the transition cross-section (32) extends around the rotational axis (7) of the spindle (10) in a manner of varying radial extension.

2. The door swing drive (1) according to claim 1, wherein, The transition cross-section (32) has a circular cross-section area (33) and wing cross-section areas (40; 41) extending from the circular cross-section area (33) in the circumferential direction.

3. The door swing drive (1) according to claim 2, wherein, The wing cross-section areas (40, 41) extend from the circular cross-section area (33) in two circumferential directions.

4. The door swing drive (1) according to any one of the preceding claims, wherein, The damping rotor (34) has a non-circular outer contour, which covers the transition cross-section (32) to different extents depending on the rotational angular position of the spindle (10).

5. The door swing drive (1) according to any one of the preceding claims, wherein, The connecting path (21) branches into a first connecting sub-path (28) and a second connecting sub-path (29), where a) the first connecting sub-path (28) connects the connection to the pressure chamber (8; 9) via a bypass channel (42), and b) the second connecting sub-path (29) connects the connection (20) to the pressure chamber (8; 9) via the transition cross-section (32).

6. The door swing drive (1) according to any one of the preceding claims, wherein, An adjustable throttle part (24) is arranged in the connecting path (21).

7. A door swing drive (1) according to any one of the preceding claims, wherein, The damping rotor (34) is coupled to the spindle (10) in a torsion-resistant manner but with axial movement freedom.

8. The door swing drive (1) according to claim 7, wherein, The damping rotor (34) is loaded by a spring (43) in the direction of the axial movement freedom.

9. The door swing drive (1) according to any one of the preceding claims, wherein, The damping rotor (34) a) is flexible, b) fluidly deforms for the fluid to be discharged from the corresponding pressure chamber (8, 9) such that the damping rotor (34) produces a reduced throttling effect or no throttling effect, and c) produces a throttling effect with the transition cross-section for the fluid to be supplied to the corresponding pressure chamber (8, 9).

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