Adjusting device

Abstract

The invention relates to an adjustment device (10) for a vehicle part, in particular a door or a hood, which can be moved relative to a body of a vehicle, comprising a housing (24) with a carriage device (26), said carriage device (26) being displaceable by means of a drive unit (14) along an axis of rotation (R) of a main shaft (20) between a first position and a second position, wherein the carriage device (26) comprises a spindle nut (22) in threaded engagement with the spindle (20), and wherein the spindle nut (22) is tiltably mounted in the carriage device (26).

Description

Technical Field

[0001] The present invention relates to an adjustment device for a vehicle component that is movable relative to the vehicle body, particularly a door or hood. Background Technology

[0002] Such adjustment devices are known, for example, from DE 10 2011 118 353 A1. It illustrates an adjustment device for a vehicle rear cover, the device comprising a spindle drive. The spindle drive has two spindle tubes that are telescopically movable relative to each other.

[0003] DE 10 2019 214 037 A1 also relates to a spindle actuator in which the spindle actuator is connected to a pressure piston via a profile tube. The profile tube is frictionally locked to the spindle nut of the spindle actuator. Other adjusting devices using spindle actuators are known in practice. Such spindle actuators typically have a large number of individual components, thus chain tolerances arise during their manufacture, which can lead to increased noise, especially when the corresponding vibrations or tolerance-related oscillations are transmitted to the vehicle body or vehicle parts movable relative to the vehicle body. Summary of the Invention

[0004] Against this background, the object of the present invention is to provide an adjustment device for vehicle components that are movable relative to the vehicle body, which allows for good tolerance compensation, particularly during assembly, thereby reducing noise generated during operation. Furthermore, the object of the present invention is also to provide a vehicle having such an adjustment device.

[0005] According to the invention, for the regulating device, this objective is achieved by the subject matter of claim 1, and for the vehicle, this objective is achieved by the subject matter of claim 13.

[0006] Specifically, this objective is achieved by an adjustment device for a vehicle component movable relative to the vehicle body, particularly a door or hood. The adjustment device includes a housing with a slide assembly, which can be transferred between a first position and a second position along the axis of rotation of a main shaft by means of a drive unit. The slide assembly also includes a main shaft nut threadedly engaged with the main shaft, wherein the main shaft nut is tiltably mounted within the slide assembly.

[0007] Another aspect of the invention is a vehicle having an adjustment device according to the invention for a vehicle component movable relative to the vehicle body, the vehicle component being particularly a door or hood.

[0008] The carriage assembly is specifically a movable device, which is connected, for example, to an adjusting element, specifically an elongated one. The adjusting element may be, for example, a door limit band.

[0009] The spindle can rotate about its axis of rotation, especially by means of a drive unit.

[0010] The carriage assembly is specifically connected to the spindle via a spindle nut, which, for example, converts the spindle's rotation into linear motion of the carriage assembly through an internal thread that mates with the external thread on the spindle. For this purpose, the spindle nut completely surrounds the spindle.

[0011] The spindle nut is mounted in a tiltable manner within the carriage assembly, meaning the rest of the carriage assembly itself can tilt relative to the spindle. Specifically, the adjusting device has, for example, an angular tolerance range that the adjusting element can withstand relative to the spindle. This makes the adjusting device particularly easy to install, particularly robust, and has a particularly low noise level (e.g., due to vibration). The adjusting device is also particularly robust and can withstand subsequent displacement such as that of a vehicle door.

[0012] In a preferred embodiment, the spindle nut is mounted so as to be tiltable about an inclined axis orthogonal to the axis of rotation. In particular, the inclined axis is also orthogonal to a plane containing the axis of rotation of the spindle and, for example, the axis of symmetry of the adjusting element.

[0013] For example, an adjusting element can be arranged on the carriage assembly, the adjusting element being parallel to the axis of rotation of the main shaft along its length. An inclined axis orthogonal to the axis of rotation allows such an adjusting element to tilt in a particularly simple manner within a plane that also contains the axis of rotation of the main shaft.

[0014] Alternatively, the tilt axis can be at an angle other than 90° to the axis of rotation of the main shaft.

[0015] In a preferred variant of the invention, the spindle nut has a first outer periphery and a second outer periphery in a cross-sectional view, wherein the first and second outer peripheries share a common center point located on an inclined axis. This cross-section is specifically formed in a plane containing the axis of rotation of the spindle. Here, the outer periphery specifically refers to a portion of the outer edge or profile of the spindle nut in the cross-sectional view. In other words, the spindle nut, projected onto a plane containing the axis of rotation of the spindle and orthogonal to the inclined axis, has a profile formed by two concentric circles of different circumferences. Specifically, the two regions are opposite each other, each region corresponding to one of the circles. Specifically, the regions of the spindle nut located above and below the axis of rotation are formed by a first circle having a first circumference. Specifically, the region intersecting the axis of rotation in the cross-sectional view is formed by a second circle having a second circumference, wherein the second circumference is larger than the first circumference. Specifically, these regions are substantially the same size.

[0016] This shape allows the spindle nut to rotate or tilt about an inclined axis. Two different sized outer circumferences provide a simple yet robust way to limit the tilting movement of the spindle nut or carriage assembly.

[0017] Alternatively, the spindle nut may also have a perfectly circular circumference or other shapes in a cross-sectional view.

[0018] In a preferred embodiment of the invention, the carriage assembly has an inner contour corresponding to the first and second outer circumferences, so as to guide the first and second outer circumferences during the tilting movement of the spindle nut about the tilting axis. For example, correspondence here means that the inner contour substantially corresponds to a negative of the outer contour of the spindle nut, although deviations may occur, see below.

[0019] In particular, the carriage assembly may have an inner contour consisting of two concentric circles of different circumferences.

[0020] This represents a particularly simple yet robust method in which the spindle nut can be mounted at an angle within the spindle assembly, yet remains stable. In particular, tilting motion can be effectively controlled.

[0021] Alternatively, the spindle nut can also be held in place, for example, by a bridge of different shapes.

[0022] In a preferred variant of the invention, the inner contour has a first partial surface corresponding to a first outer periphery and a second partial surface corresponding to a second outer periphery, wherein the first partial surface is connected to the second partial surface by transition surfaces. Specifically, the inner contour has two identical partial surfaces corresponding to one of the outer peripheries and correspondingly four transition surfaces. The transition surfaces are particularly flat and may be angled, especially relative to the radial direction. As the spindle nut rotates within the carriage assembly, it can influence the tilting movement of the spindle nut through interaction with it. This makes it easy to hold the spindle nut within the carriage assembly and limit its range of motion.

[0023] Alternatively, the inner contour can also have surfaces with different shapes.

[0024] Preferably, the transition surface is designed to restrict tilting motion about the tilt axis.

[0025] In particular, the portion of the inner contour whose circumference corresponds to the circumference of the smaller circle is shorter along the circumference than the corresponding portion on the spindle nut. The portion of the inner contour whose circumference corresponds to the circumference of the larger circle is, in particular, longer along the circumference than the corresponding portion on the spindle nut. This means that the transition surfaces are spaced apart from each other, thus providing the spindle nut with a certain degree of freedom of motion to rotate about the tilt axis.

[0026] This creates a tilt limit in a simple way, thereby limiting the tilt of the spindle nut within the carriage assembly.

[0027] Alternatively, the tilt limit can be designed differently, such as using a pin that engages with the groove.

[0028] In preferred variations of all the above embodiments, the spindle nut is secured in the carriage assembly by a bayonet lock. The bayonet lock can be easily assembled or disassembled. This makes the adjustment device particularly easy to install.

[0029] Alternatively, the spindle nut can be secured by a side cover that retains the shape of the inner contour of the spindle nut or by tightening it.

[0030] Preferably, the bayonet lock has a first stop on a first side of the carriage assembly. Specifically, the first side is a side located substantially within a plane extending parallel to the axis of rotation of the spindle. In particular, the stop also has a surface facing the spindle nut, which is parallel to the axis of rotation of the spindle and orthogonal to the tilt axis of the spindle nut. Preferably, the stop prevents the spindle nut from moving along the tilt axis in at least one direction. Specifically, the stop may protrude beyond one of the transition surfaces, and its dimensions are designed such that the stop acts on the spindle nut when it is not tilted, but releases it when the spindle nut, for example, tilts to its maximum value.

[0031] This allows the spindle nut to be secured in the carriage assembly in a particularly simple manner.

[0032] Alternatively, bayonet locks can be implemented in different ways, such as by fastening pins or by tongues that engage with the spindle nut on the inner contour.

[0033] Preferably, the bayonet lock has a second stop on the second side of the carriage assembly, the second side being arranged in a position opposite to the first side.

[0034] Specifically, the second stop has the same shape and dimensions as the first stop. This allows the spindle nut to be effectively secured to prevent movement along the inclined axis.

[0035] Alternatively, a bayonet lock may have only a stop and other components.

[0036] In a preferred embodiment of the above-described variation, the first and second stops are arranged obliquely opposite each other relative to the carriage assembly, thereby inserting the spindle nut into the carriage assembly at an angle relative to the oblique axis. "Obliquely opposite" specifically refers to the opposing transition surfaces arranged on opposite sides of the carriage assembly and close to the inner contour. This ensures that the spindle nut is securely fixed in the carriage assembly when not obliquely tilted. It will only loosen when the spindle nut is tilted about the oblique axis. Therefore, the spindle nut can be inserted into the inner contour at an angle.

[0037] This makes the installation of the adjustment device particularly simple and efficient, while also being very robust and producing very little noise during operation.

[0038] Preferably, the first stop, the second stop, and the carriage assembly are integrally formed by injection molding. Therefore, the carriage assembly is particularly robust and can be manufactured simply and efficiently.

[0039] Alternatively, the stop can be fixed to the rest of the carriage assembly, for example, with screws.

[0040] In preferred variations of all the above embodiments, the drive unit includes an electric motor. The electric motor is particularly compact, has relatively high torque, and requires no external power source other than a power source (e.g., a battery). This makes the regulating device particularly compact and versatile. Furthermore, the electric motor can be started directly, meaning the regulating device is immediately usable without any time delay. Alternatively, the drive unit may also include, for example, a pneumatic device.

[0041] The invention is described below with reference to several embodiments. Identical or similar parts are referred to by the same reference numerals. The drawings, description, and claims contain combinations of numerous features. Those skilled in the art will also readily consider these features individually and combine them into further reasonable combinations. Thus, single or multiple embodiments can be advantageously combined with each other. Attached Figure Description

[0042] In the attached image:

[0043] Figure 1 A side sectional view of an embodiment of the adjusting device according to the present invention is shown;

[0044] Figure 2 It shows Figure 1 Side view of the adjustment device;

[0045] Figure 3 A perspective view of the housing according to another embodiment of the adjusting device according to the present invention is shown;

[0046] Figure 4 It shows Figure 3 The cross-section of the housing of the regulating device;

[0047] Figure 5 A perspective view of a carriage device with an adjusting element having a hinged connection, according to another embodiment of the adjusting device according to the present invention, is shown;

[0048] Figure 6 It shows Figure 5 The cross-section of the carriage assembly;

[0049] Figure 7 Partial details of a lateral cross-section of another embodiment of the adjusting device according to the invention are shown;

[0050] Figure 8 It shows Figure 7Enlarged cross-section of the motor shaft preload assembly in the image;

[0051] Figure 9 It shows Figure 8 A 3D view of the components;

[0052] Figure 10 It shows Figure 8 The side view of the component;

[0053] Figure 11 A perspective view of a carriage device with a main shaft nut according to another embodiment of the adjusting device according to the present invention is shown;

[0054] Figure 12 It shows Figure 11 The cross-section of the carriage assembly;

[0055] Figure 13 It shows Figure 11 Side view of the carriage assembly;

[0056] Figure 14 A perspective view of the hinge hole according to another embodiment of the adjusting device according to the present invention is shown;

[0057] Figure 15 It shows Figure 14 The cross-section of the hinge hole;

[0058] Figure 16 A perspective view of the hinge hole according to another embodiment of the adjusting device according to the present invention is shown;

[0059] Figure 17 It shows Figure 16 The cross-section of the hinge hole in the middle has a hinge bolt and a fixing plate;

[0060] Figure 18 A perspective view of the hinge hole according to another embodiment of the adjusting device according to the present invention is shown;

[0061] Figure 19 A cross-section of a housing with a cover is shown according to another embodiment of the adjusting device according to the invention;

[0062] Figure 20 It shows Figure 19 Magnified detail X of the covered casing;

[0063] Figure 21 It shows Figure 19 A three-dimensional view of the shell with a lid;

[0064] Figure 22 A perspective view of a sealing device according to another embodiment of the adjusting device according to the present invention is shown;

[0065] Figure 23It shows Figure 22 The cross-section of the sealing device;

[0066] Figure 24 A side sectional view of another embodiment of the adjusting device according to the invention is shown, wherein the carriage device has two positions;

[0067] Figure 25 A perspective view of a carriage device with a hinged adjustment element according to another embodiment of the adjustment device according to the present invention is shown;

[0068] Figure 26 It shows according to Figure 25 The cross-section of the carriage assembly arranged within the housing;

[0069] Figure 27 A perspective view of the housing of an adjusting device according to another preferred embodiment of the invention is shown, which has fastening elements for connection to a vehicle;

[0070] Figure 27A Another perspective view of the housing of the adjusting device according to another embodiment of the invention is shown;

[0071] Figure 28A It shows the relationship with the data. Figure 27 A perspective view of the fastening element of the adjusting device;

[0072] Figure 28B It shows according to Figure 27 A rear perspective view of the fastening element of the adjustment device;

[0073] Figure 29 It shows Figure 28A A cross-sectional view of the fastening element;

[0074] Figure 30 It shows according to Figure 28A A perspective bottom view of the fastening components;

[0075] Figure 31 A perspective view of a carriage assembly with a hinged adjustment element according to a preferred embodiment of the adjustment device according to the present invention is shown;

[0076] Figure 32 It shows according to Figure 31 The vertical section of the adjusting element having a ball pin at its end;

[0077] Figure 32A It shows according to Figure 31 The adjusting element has a horizontal cross-section at the end equipped with a ball pin;

[0078] Figure 32B It shows according to Figure 32AThe horizontal cross section, wherein the adjusting element has an anti-torsion device for the ball pin;

[0079] Figure 32C It shows according to Figure 32A The horizontal cross section, wherein the adjusting element has an alternative anti-torsion device for the ball pin;

[0080] Figure 33 It shows according to Figure 31 A perspective view of the carriage assembly, which does not have hinged adjustment elements;

[0081] Figure 34 It shows according to Figure 31 The vertical cross-section of the carriage assembly;

[0082] Figure 34A A ball pin on an adjusting element is shown in another embodiment of the adjusting device according to the invention;

[0083] Figure 34B It shows according to Figure 34A The vertical cross-section of the carriage assembly with ball pins;

[0084] Figure 34C It shows according to Figure 34A Another vertical section of the carriage assembly with ball pins;

[0085] Figure 34D A perspective view of a ball pin in a ball head housing according to another embodiment of the adjusting device according to the invention is shown;

[0086] Figure 35 A perspective cross-sectional view of the housing of the adjusting device according to the invention, according to a preferred embodiment, is shown in the region of the driving element;

[0087] Figure 36A It shows according to Figure 35 A perspective view of the plastic element used to cover the free end of the drive element;

[0088] Figure 36B It shows that it has the following characteristics: Figure 36A According to the plastic components Figure 35 A perspective view of the driving element;

[0089] Figure 36C It shows according to Figure 36A Cross-sectional view of the plastic component;

[0090] Figure 36D A perspective view of a plastic element of an adjusting device according to another preferred embodiment of the present invention is shown;

[0091] Figure 37A A perspective view of the housing of the drive unit with a liquefied plastic reservoir is shown;

[0092] Figure 37B It shows Figure 37A A perspective front view of the casing;

[0093] Figure 37C It shows according to Figure 37A Another perspective view of the housing of the drive unit with the liquefied plastic reservoir;

[0094] Figure 37D It shows according to Figure 37A Another perspective view of the housing of the drive unit with the liquefied plastic reservoir;

[0095] Figure 38 A perspective view shows the bushing arranged between the drive element and the housing of the adjusting device;

[0096] Figure 39A A perspective view of the carriage assembly of the adjusting device according to the invention is shown, which has a receiving opening for the spindle nut;

[0097] Figure 39B It shows Figure 39A Another perspective view of the carriage assembly, in which the spindle nut has been inserted;

[0098] Figure 40 It shows according to Figure 39B Side view of the carriage assembly when the spindle nut is inserted;

[0099] Figure 41 It shows Figure 39B A side view of the carriage assembly, in which the spindle nut has been inserted;

[0100] Figure 42 A perspective view of the hinge hole of an adjusting element with a two-part hinge hole insert is shown, wherein the second hinge hole insert has a centering profile.

[0101] Figure 43 It shows according to Figure 42 A perspective bottom view of the hinge hole;

[0102] Figure 44 A cross-sectional view of a hinge hole into which a hinge bolt is inserted, according to another embodiment, is shown;

[0103] Figure 45 It shows Figure 44 A perspective side view of the hinge hole;

[0104] Figure 46 It shows according to Figure 45 A perspective bottom view of the hinge hole;

[0105] Figure 47 It shows according to Figure 46 A perspective cross-sectional view of the first hinge hole insertion element of the hinge hole insert for the hinge hole;

[0106] Figure 48 It shows according to Figure 46 A perspective cross-sectional view of the second hinge hole insertion element of the hinge hole insert for the hinge hole;

[0107] Figure 49 A hinge bolt for a hinge hole according to a preferred embodiment is shown;

[0108] Figure 50 A mounting plate is shown for securing the adjustment device to the vehicle;

[0109] Figure 51 An arrangement of adjusting elements with a fixed plate is shown, wherein a hinge bolt passes through the fixed plate and a hinge hole to form a pivot bearing connection;

[0110] Figure 52 It shows according to Figure 51 A cross-sectional view of the arrangement;

[0111] Figure 53 A perspective rear view of the cover of the housing of the adjusting device according to a preferred embodiment is shown;

[0112] Figure 54 The housing of the regulating device is shown according to Figure 53 A perspective side view of the closed end of the lid;

[0113] Figure 55 A perspective rear view of the sealing element of the adjusting device of the present invention according to a preferred embodiment is shown;

[0114] Figure 56 A perspective front view of a sealing element according to another preferred embodiment is shown;

[0115] Figure 57A It shows according to Figure 55 A perspective cross-sectional view of the sealing element;

[0116] Figure 57B A perspective side view of an adjusting element on which a sealing element is arranged is shown;

[0117] Figure 58 A perspective front view of the housing of the adjusting device according to a preferred embodiment of the present invention is shown, wherein a sealing device is inserted;

[0118] Figure 59 It shows Figure 58 A perspective view of the sealing device;

[0119] Figure 60A perspective front view of the carriage assembly of the adjusting device according to another preferred embodiment of the present invention is shown, which has a compensation element for tolerance compensation;

[0120] Figure 61 It shows according to Figure 60 Side view of the carriage assembly. Detailed Implementation

[0121] exist Figure 1 In this invention, the adjusting device is generally indicated by reference numeral 10. The adjusting device 10 includes a drive unit 12 having a drive unit 14 and a drive element 16 driven by the drive unit 14. The drive element 16 is designed herein as a worm gear, which is rotaryly driven by the drive unit 14, which is designed as an electric motor, and meshes with a worm wheel 18. The worm wheel 18 is fixedly arranged on the main shaft 20 such that rotation of the drive element 16 causes rotation of the worm wheel 18, which in turn causes rotation of the main shaft 20. The drive element 16 may be integral with the motor shaft 42 of the drive unit, or alternatively may be connected to the motor shaft 42.

[0122] The spindle 20 is threadedly engaged with the spindle nut 22, wherein the spindle nut 22 is rotatably fixed relative to the housing 24 of the adjusting device 10, and thus can be displaced along the axis of rotation R of the spindle 20 when the spindle 20 rotates.

[0123] In the illustrated embodiment of the adjusting device 10, the spindle nut 22 is part of the carriage assembly 26, which, together with the spindle nut 22, can shift along the rotation axis R of the spindle 20 in response to rotation of the spindle 20. Figure 1 On the upper side of the carriage assembly 26, the carriage assembly 26 is connected to the adjusting element 28, which is designed here as a straight gate limit band. Alternatively, the adjusting element 28 can also be S-shaped, wherein the S-shape can be substantially parallel to the rotation axis R of the main shaft 20 and parallel to... Figure 1 The adjustment element 28 extends in a plane orthogonal to the page. In the illustrated embodiment, the adjustment element 28 has a circular cross-section. Alternatively, it can also be rectangular or approximately elliptical.

[0124] Adjusting element 28 at its free end (e.g. Figure 1 The adjusting element 28 is connected to a movable vehicle component (not shown) at the left side, such as a side door of the vehicle, or optionally to the vehicle body (not shown). The adjusting element 28 is connected to the carriage assembly 26 via a pivot shaft 30 at its end opposite the free end, allowing the adjusting element 28 to move about the pivot shaft 30 or about an imaginary axis of rotation S. Figure 1 Outside the page.

[0125] When the drive unit 14 is started, the main shaft 20 begins to rotate, thereby causing the adjusting element 28 to move along the displacement axis V via the carriage device 26. When the adjusting element 28 and the carriage device 26 are in a certain position... Figure 1 In the neutral position shown (see below), the displacement axis coincides with the central axis of the newly formed adjustment element 28.

[0126] In order to also allow the free end of the adjusting element to be in Figure 1 In the illustrated embodiment, the portion of the carriage assembly 26 connected to the adjusting element 28 is arranged to be tiltable relative to the spindle nut 22. For this purpose, the longitudinal end of the spindle nut 22 may have a curvature corresponding to that of a circle, the center of which coincides with the center of the longitudinal extension of the spindle nut 22 and the axis of rotation R of the spindle 20, and the radius of which corresponds to the distance from the center to the longitudinal end of the spindle nut 22. Similarly, the remaining surfaces of the carriage assembly 26 that contact the spindle nut 22 may be curved.

[0127] The carriage assembly 26 may include at least one guide section 32 located in and / or separated from the region of the spindle nut 22, via which the carriage assembly 26 is guided within the housing 24 of the adjusting device 10. Figure 1 In the illustrated embodiment, the carriage assembly 26 includes corresponding guide sections 22 located within the region of the spindle nut 22 and in another section. For the sake of symmetrical force distribution, these two guide sections may also be located within the carriage assembly 26. Figure 1 The other side that is not visible in the middle.

[0128] To protect the interior of the regulating device 10 from contamination, the regulating device 10 in the illustrated embodiment includes a sealing device 34 disposed between the regulating element 28 and the housing 24.

[0129] However, in general, the regulating device 10 can also be designed without the sealing device 34. In this case, it is advantageous that the housing 24 is provided with at least one drain hole, for example, so that moisture entering the housing 24 can escape.

[0130] exist Figure 2 The figure shows the invention Figure 1 A side view of the adjusting device 10. It can be seen here that the central axis M of the driving element 16 is parallel to the displacement axis V of the adjusting element 28 (e.g., ...). Figure 1 As shown, the plane defined by the axis of rotation R of the main shaft 20 (in the neutral position of the adjusting element 28 and the carriage assembly 26) forms an angle. In particular, as... Figure 2 As shown, Figure 2 The lower section of the drive unit 12 can be moved to the area directly below the spindle 20. Therefore, the required installation space can be reduced, especially... Figure 2The mounting space is located to the right of the drive unit 12.

[0131] Furthermore, the design of the adjustment device 10 according to the present invention allows the movable connection between the housing 24 of the adjustment device 10 and the vehicle body or movable vehicle component to be converted into a rigid fastening, thereby saving additional space requirements.

[0132] The illustrated adjusting device 10 is particularly suitable for mounting on movable vehicle components. In the illustrated exemplary embodiment, the drive unit 12 is arranged on the front side of the adjusting device 10, where the front side is understood as the side of the adjusting device 10 facing the free end of the adjusting element 28. However, due to limited mounting space on movable vehicle components, it may be advantageous to provide a reverse arrangement of the drive unit 12. In other words, due to space constraints, it may be advantageous to arrange the drive unit 12 on the rear side of the adjusting device 10 away from the free end of the adjusting element 28. In this case, it can be omitted. Figure 2 The drive element 16 shown is arranged with its central axis M tilted, allowing for a more compact design. Another advantage of this reverse arrangement of the drive unit 12 is that the same adjustment device 10 can be designed for both sides of the vehicle (i.e., the left and right sides) in a simple manner. The device can simply be tilted 180°.

[0133] The two implementations have the same basic structure and function, the difference being the arrangement of the drive unit 12.

[0134] To ensure that the adjustment device 10 can be clearly identified by, for example, workshop employees, and that it does not need to be removed from the vehicle or side door during installation, the adjustment device 10 is appropriately marked. However, since these markings should not be visible to the vehicle's end customer / driver, it is advantageous to mark the adjustment element 28 on the side wall facing away from the vehicle's passenger compartment during installation. During installation, the side wall of the adjustment element 28 faces, for example, the side door and is not visible to the vehicle's end customer. If the adjustment device 10 is tilted 180° to the other side of the vehicle, the marking is also located on the side wall of the adjustment element 28 facing away from the passenger compartment.

[0135] As another advantageous marking method, it is conceivable to use a suitable paint to mark the regulating element 28, which is only visible when a suitable light source is used. For example, a UV varnish can be used, which is only visible with the aid of a UV lamp.

[0136] Figure 3A housing 24 according to another embodiment of the adjusting device 10 according to the present invention is shown, which substantially corresponds to the adjusting device 10 described above. The housing 24 of this embodiment is a profile tube, preferably made of aluminum, having an open profile structure, having longitudinal grooves or longitudinal slots 37 at least at corner points 35. To create additional fastening points for the adjusting device 10 in a simple manner, fastening elements 36 adapted to the profile tube are provided, which are fastened to the housing 24 by friction and / or form-locking connections. The fastening elements 36 can be fastened, for example, by rivets 33 or screws. A cross-section of the housing 24 with fastening elements 36 is shown. Figure 4 As can be seen, the fastening element 36 has a plate-shaped portion element on which the fastening bolt 31 is formed or fastened. The plate-shaped portion element and the fastening bolt 31 extend in a direction orthogonal to the longitudinal axis of the adjusting element 10. The arm-shaped portion element of the fastening element 36 surrounds the upper side of the housing 24, wherein the fastening element 36 engages in three of the longitudinal grooves 37 and is fastened in one of the longitudinal grooves 37 as described above. The fastening element 36 can provide additional fastening points that can flexibly adapt to the installation space.

[0137] Figure 5 and Figure 6 A carriage device 26 with an adjustment element 28 connected to it in a hinged manner is shown as another embodiment of the adjustment device 10 according to the invention, which is substantially the same as the adjustment device 10 described above.

[0138] The adjusting element 28 is connected to the carriage assembly 26 via a ball joint, wherein the ball joint connection includes a ball pin 38 immovably connected to the adjusting element 28 and a ball socket 40 formed in the carriage assembly 26. Figure 6 As can be seen, the ball socket 40 and the carriage assembly 26 are integrated, preferably made of plastic. The ball pin, preferably a cold-formed part, can be connected to an adjusting element, which can be a stamped part, by a forming method (preferably riveting) in a form-locking or form-force-locking manner. To easily secure the ball pin 38, a pin-shaped fastening element (not shown) can be provided, which passes through the carriage assembly 26 and rotatably secures the ball head of the ball pin 38 in the ball socket 40 with the smallest possible clearance. For this purpose, the carriage assembly 26 has a through hole 39, for example, as shown in... Figure 6 As shown.

[0139] Figure 7 Partial details of a side cross-section of another embodiment of the adjusting device 10 according to the present invention are shown, which substantially corresponds to the adjusting device 10 described above.

[0140] In this embodiment, the drive unit 14 is also an electric motor, with its motor shaft 42 or its drive unit 16 mounted in a driver housing 84 connected to the housing 24 in an axially preloaded manner. It should be noted that the driver housing 84 should be considered part of the housing 24 and may optionally be integrally formed therewith. Here, the motor shaft 42, integrally formed with the drive element 16, rests against a component for axial motor shaft preload. Figures 8 to 10 The components shown include a plastic element 46 having a spherical, convex, concave, or planar abutment surface for the motor shaft 42, a screw 48 screwed into the drive housing 84, abutting the plastic element 46 and fixedly connected to it via two side recesses 41, and a spring element 50 arranged or encapsulated between the plastic element 46 and the screw 48.

[0141] Axial preload, achieved by screwing in screw 48, reduces the chain tolerances of individual components, thereby preventing or minimizing noise. Furthermore, the encapsulated spring element 50 allows for temperature compensation, ensuring a constant preload on the motor shaft 42 at all temperatures and thus enabling quiet motor operation.

[0142] Figures 11 to 13 Another embodiment of the adjusting device 10 according to the invention is shown, in which a carriage device 26 provided with a spindle nut 22 is shown, the adjusting device being substantially the same as the adjusting device 10 described above.

[0143] from Figures 11 to 13 As can be seen, the spindle nut 22 of this embodiment has two different outer peripheries 43 and 45 in cross-section, which share a common center point M. This allows the spindle nut 22 to tilt within the carriage assembly 26, thereby simultaneously supporting torque. The first outer periphery 43 is set larger than the second outer periphery 45. The inner contour 47 of the carriage assembly 26 is adapted to it and has a similar inner surface. The transition surface 49 between the outer peripheries 43 and 45 also allows for limiting tilting movement. In particular, if the adjusting device 10 is not operated correctly, damage to the spindle drive must be ruled out. Therefore, the spindle nut 22 needs to be arranged in a tiltable manner within the carriage assembly 26, so that the tilting function does not negatively affect the torque absorption required for this function within the carriage assembly 26. Because the spindle nut has different outer peripheries 43 and 45, and the inner contour 47 of the carriage assembly 26 is adapted to them, torque support via the second outer periphery 45 of the spindle nut 22 can be ensured despite the tilting function.

[0144] Figures 14 to 18 Several further embodiments of the adjusting device 10 according to the invention are shown in spatial or cross-sectional views, which substantially correspond to the adjusting device 10 described above.

[0145] The adjusting element 28, shown only in partial form, has a hinge hole 52 with a hinge hole insert 60 at its end opposite to the carriage assembly 26, wherein the hinge hole 52 allows for... Figure 15 The hinge bolt 54 shown is connected to the fixed plate 56. According to... Figures 14 to 18 The common feature of the embodiments is that each hinge hole 52 has a device for compensating for angular errors in the fastening of the fixing plate.

[0146] The mounting plate 56 (also called a corner plate) is fastened to the vehicle (door or body). Twisting fastening of the mounting plate 56 can affect the coordinated motion geometry of the system and cause system detuning. To avoid the complex assembly of the mounting plate 56 using a mold plate, the angular error in the hinge hole 52 region can be compensated according to the present invention, so that this error does not have any further impact on the subsequent system.

[0147] Figure 14 and 15 Another embodiment is shown. The hinge hole 52 of the adjusting element 28 has a hinge hole insert 60, which in this embodiment is formed by overmolding or welding the hinge hole 52. As can be seen from the figure, the hinge hole insert 60 has comb-shaped compression ribs 58 on the upper and lower sides, which can compensate for angular errors in the axial direction. When the fixing plate 56 is not tightened correctly, compensation is achieved by the deformation of the compression ribs 58. Previously, the comb-shaped structure stabilized the system, preventing the corner plate 56 from twisting arbitrarily when tightened, without the need for a mold plate.

[0148] Figure 16 Another embodiment is shown, which, compared to the previous embodiment, has a wavy wear or centering profile 59 on the underside of the hinge hole insert 60, which can compensate for angular errors in the radial direction. If the fixing plate 56 is not tightened correctly, this is compensated for by the profile wear. A detailed description of the centering profile 59 can be found below. Figures 42 to 47 The exemplary embodiments described are found therein.

[0149] according to Figure 17 and Figure 18 In a further embodiment shown, the hinged hole insert 60 may be formed of two parts and includes a first hinged hole insert element 61 and a second hinged hole insert element 62. The first hinged hole insert element 61 and the second hinged hole insert element 62 may be connected, for example, by material locking or form locking. Figure 17 The screw connection between the hinged hole insertion elements 61 and 62 is shown. The advantage of this connection is that it is independent of the thickness of the hinged hole 52 of the adjusting element 28.

[0150] on the other hand, Figure 18The bayonet connection between the hinged hole insertion elements 61 and 62 is shown.

[0151] Alternatively, the hinged hole insert elements 61, 62 can be connected by a material locking connection, in which case, for example, ultrasonic welding can be used to connect the two hinged hole insert elements 61, 62.

[0152] According to Figure 3 According to the embodiments described, the housing 24 may be a profile tube, the side of which is closed by a cover 64 away from the drive device 12.

[0153] according to Figures 19 to 21 In another embodiment of the invention shown, the cover 64 is secured to the profile tube without the need for additional components. For this purpose, the cover 64, made of plastic, has a molded dome 66 that engages in a longitudinal groove / slot 37 at a corner 35 or side of the housing 24 and is secured therein by deforming the housing 24. The cover 64 has at least three, preferably seven, domes 66.

[0154] from Figure 20 The deformation of the shell 24 can be seen. Figure 20 Enlarged partial details of the housing 24 in the region of the longitudinal groove 37 are shown. This deformation is achieved, for example, by a pin, which deforms the material of the longitudinal groove 37 toward the dome 66, thereby securing the dome 66 to the housing 24 in a restrained manner.

[0155] according to Figure 22 and Figure 23 Another embodiment of the invention shows a sealing device 34 of the adjusting device 10 according to the invention, which substantially corresponds to the adjusting device 10 described above. The adjusting element 28 generally has a rectangular cross-section and protrudes from the housing in a sealing manner through the sealing device 34. The sealing device 34 is advantageously designed as a bellows sleeve combined with a rod scraper and has a fastening section 67, a scraping section 69 disposed on the adjusting element 28 and movable axially, and a bellows section 68 located between the fastening section 67 and the scraping section 69. The fastening section 67 is clamped between the housing 24 and the drive housing 84 connected thereto, and the scraping section 69 is sealed against the adjusting element 28 through an opening 78 adapted to the cross-section of the adjusting element 28.

[0156] The bellows section 68 of the sealing device 34 is designed to follow the pivoting, tilting and oscillating movements of the adjusting element 28 and ensure the axial stability of the scraping effect.

[0157] Figure 24 A side sectional view of another embodiment of the adjusting device according to the invention is shown, in which the carriage device 26 is shown in two end positions.

[0158] As described above, housing 24 is also a profile tube and is closed on the side opposite to drive unit 12 by cover 64. Cover 64 shown here also has a drain outlet 70, which can be sealed at the end of carriage 26 facing cover 64 by piston geometry 72 provided on carriage 26. Despite the sealing measures, it is still possible for water to seep into regulating device 10 from the area of ​​regulating element 28. Therefore, it is advantageous if water that seeps in when the door is open can be drained from regulating device 10 through drain outlet 70. When the door is closed, piston geometry 72 provided on carriage 26 closes drain outlet 70. For this purpose, piston geometry 72 has a radial seal that seals drain outlet 70 or a protrusion 71 formed on cover 64 at the end position.

[0159] Figure 25 and Figure 26 A further advantageous embodiment of the adjusting device 10 according to the invention is shown, which substantially corresponds to the adjusting device 10 described above. Figure 25 The carriage assembly 26 shown has at least first and second guide sections 32 (32A, 32B) for guiding within the housing 24, wherein the guide rail 74 is fixed to the guide section 32 in a substantially clearance-free manner. Optionally, a third guide section 32C may be provided on the carriage assembly 26.

[0160] The housing 24 has a prismatic sliding or guiding surface 77 for guiding the carriage assembly 26, wherein a corresponding prismatic sliding or guiding surface 75 is formed on each guide rail 74, for example, pressed against the guide section 32 without gaps.

[0161] In order for the sliding surface 75 to be guided on the guide surface 77 of the housing 24 with the smallest possible clearance, at least one of the two guide rails 74 has a device for self-adjusting clearance reduction.

[0162] The reduction of the self-adjusting clearance between the carriage assembly 26 and the housing 24 can be achieved, for example, by a spring-loaded adjusting element 76 mounted perpendicular to the displacement direction of the carriage assembly 26. A spring element 80 for this purpose can be adapted to the application and load conditions without requiring structural changes to the carriage assembly or guide rails.

[0163] This arrangement can produce near-clearance linear guidance of the carriage 26 and a defined constant frictional torque between the carriage 26 and the housing 24.

[0164] In other words, it is possible to generate nearly backlash-free linear guidance for the carriage assembly 26, as well as a defined constant frictional torque between the carriage assembly 26 and the housing 24, thereby fully or partially reproducing, for example, the holding force required for a vehicle door. Another advantage of applying frictional force at the point of action of the adjusting device 10 is the uniform basic load, which can make the entire system operate more quietly.

[0165] According to another embodiment not shown, the guide rail 74 can also be injection molded onto the carriage assembly 26 by means of a two-component injection molding method.

[0166] Similarly, when using suitable materials, it is conceivable to integrate the carriage assembly 26 with the guide rail 74 as a single unit.

[0167] Figure 27 A housing 24 of the adjusting device 10 according to another preferred embodiment of the invention is shown. The housing 24 is preferably formed as an extruded profile made of aluminum. The housing 24 here has a receiving seat 37A in the form of longitudinal grooves 37, which can be integrally formed with the extruded profile. The receiving seat 37A or longitudinal grooves 37 are distributed on the housing 24 and are preferably symmetrically oriented relative to each other with respect to the high center plane of the housing 24. In particular, the longitudinal grooves 37 extend parallel to each other. Fastening elements 36 are provided for fastening the adjusting device 10 to a vehicle, for example, a vehicle component movable relative to the vehicle body, or for fastening to the vehicle body itself. The design of the fastening elements 36 is substantially similar to that according to... Figure 3 The fastening element 36 serves as a fastening element and also as an additional fastening point for the adjusting device 10. Specifically, the fastening element 36 has a guide device 37B with a plurality of guide elements 37C, 37D, and 37E. Essentially, the guide elements 37C, 37D, and 37E are pin-shaped and extend beyond the end face of the fastening element 36. The guide elements 37C, 37D, and 37E have an outer contour that substantially corresponds to the inner contour of the longitudinal groove 37, allowing the guide elements 37C, 37D, and 37E to be slidably guided within the longitudinal groove 37. The fastening element 36 can be inserted into the longitudinal groove 37 or typically into the housing 37A and is movable along the housing 37A and the longitudinal groove 37. The fastening element 36 can therefore move along the housing 24.

[0168] Figure 27AAnother perspective view of the housing 24 of the adjusting device 10 according to another embodiment of the present invention is shown. The housing 24 is formed as an extruded profile made of aluminum and has a receiving seat 37A in the form of a longitudinal groove 37. The fastening element 36 includes a guide device 37B and a plurality of guide elements 37C, 37D, 37E. In addition, the fastening element 36 includes a retaining device 37I for cables. The retaining device 37I is provided with an opening for inserting a cable clamp. The cable clamp typically has a Christmas tree-shaped locking device that can be inserted into the opening, thereby allowing the cable holder of the cable clamp to carry one or more cables.

[0169] from Figure 28A and 28B As can be clearly seen, the embodiment of the fastening element 36 includes an arm-shaped portion element 36C extending to the upper side of the housing 24. Figure 27 The arm-shaped portion element 36C has a first guide element 37C at its free end, which is part of the guide device 37B. The arm-shaped portion element 36C serves as a connecting element between the guide elements 37D and 37C to absorb larger force loads. In the transition region between the trapezoidal portion element 36D and the arm-shaped portion element 36C of the fastening element 36, a second guide element 37D is arranged on the side facing the housing 24. Similarly, a third guide element 37E is provided at the end of the trapezoidal portion element 36D opposite to the arm-shaped portion element 36C. In total, the fastening element 36 thus has three guide elements 37C, 37D, and 37E, which together form the guide device 37B.

[0170] The guide elements 37C, 37D, and 37E are essentially pin-shaped, having a generally cylindrical outer contour. Each guide element 37B includes a first end 37F and a second end 37G. The first end 37F and the second end 37G preferably have a tapered portion. Specifically, both the first end 37F and the second end 37G are truncated cones. This taper facilitates the insertion of the guide elements 37C, 37D, and 37E into the longitudinal groove 37 during assembly.

[0171] To achieve lateral stability of the guide elements 37C, 37D, and 37E within the longitudinal groove 37, it is preferable to provide rib-shaped prestressed elements 37H on each of the guide elements 37C, 37D, and 37E, extending at least partially along the respective guide elements 37C, 37D, and 37E. The prestressed elements 37H extend parallel to the longitudinal axes of the guide elements 37C, 37D, and 37E. Figure 28BAs shown, another prestressing element 37H in a rib-like form can be provided on the rear surface of the trapezoidal portion element 36D. The ribs on the trapezoidal portion element 36D preferably rest against the flat outer surface of the housing 24 and thus serve as tolerance compensation elements or prestressing elements for the housing 24, thereby eliminating clicking noise caused by mechanical clearances during vehicle operation. To connect the fastening element 36 to vehicle components and / or the vehicle body, a threaded section 36A is formed in the trapezoidal portion element 36D. The threaded section 36A includes, for example, an internal thread that can mate with a screw. To facilitate the insertion of a screw into the threaded section 36A, a funnel-shaped inlet 36B is provided in the threaded section 36A.

[0172] according to Figure 28A and 28B The two fastening elements 36 are substantially similar to each other. However, the fastening elements 36 may differ from each other in details. For example, according to Figure 28A The arm-shaped portion 36C of the fastening element 36 has a substantially outwardly curved curvature, i.e., a concave curvature. However, according to Figure 28B In one embodiment of the fastening element 36, the arm-shaped portion 36C is bent inward. For example, Figure 28B The fastening element 36 shown is Figure 27 The housing 24 is assembled together. Figure 30 Further perspective views are shown according to Figure 28B Fastening element 36.

[0173] Figure 29 The cross-sectional view shows the results according to Figure 28A Fastening element 36. Specifically, Figure 29 As shown again, guide elements 37C, 37D, and 37E can be arranged at different positions on the fastening element 36. For clarity, the guide element located at the free longitudinal end of the arm-shaped portion element 36C is referred to as the first guide element 37C. The guide element located in the transition section between the arm-shaped portion element 36C and the trapezoidal portion element 36D is referred to as the second guide element 37D. The third guide element 37E is a guide element located at the end of the trapezoidal portion element 36D opposite to the arm-shaped portion element 36C. (The last sentence appears to be incomplete and possibly refers to a different context.) Figure 29 The arrangement of the first guide element 37C, the second guide element 37D, and the third guide element 37E, which are shown in relation to the fastening element 36, is similarly applicable to [the following]. Figure 28B and 30 An embodiment of the fastening element 36.

[0174] Figure 31A carriage assembly 26 is shown, to which an adjusting element 28 is hinged. The hinged connection between the adjusting element 28 and the carriage assembly 26 is preferably achieved via a ball joint 38. The adjusting element 28 is specifically connected to the upper side of the carriage assembly 26 via the ball joint 38. Specifically, the ball joint 38 engages in the areas of the guide sections 32A, 32B of the carriage assembly 26.

[0175] The design of the ball pin 38 is in Figure 32 The cross-sectional view clearly shows that the ball pin 38 is preferably fixedly, and particularly rotatably, connected to the adjusting element 28. Here, the ball pin 38 passes through a through-hole in the adjusting element 28 and is fixed therein in a form-locking manner relative to the axis of the hole. The rotatable fixing of the ball pin 38 relative to the adjusting element 28 can be achieved by friction locking and / or material locking (e.g., by welding). At its lower end, the ball pin 38 forms a partially spherical outer contour. This partially spherical outer contour engages in a corresponding ball socket 40 in the carriage assembly 26. Here, the ball pin 38 is preferably form-locking but movably mounted in the ball socket 40. This bearing allows the adjusting element 28 to pivot and tilt relative to the carriage assembly 26. This mobility helps compensate for any tension that may arise due to the movement of the adjusting element 28, thereby ensuring quiet movement of the adjusting device.

[0176] Figure 32A , 32B Figures 32C and 32C show different variations of the fastening of the ball pin 38 to the adjusting element 28. Here, the adjusting element 28 with the ball pin 38 is shown in a horizontal cross-sectional view. The horizontal section extends substantially through the longitudinal central axis of the adjusting element 28 and is centered through the through hole through which the ball pin 38 passes.

[0177] According to Figure 32A In one embodiment, the through-hole in the adjusting element 28 has a circular inner circumferential surface through which the ball pin 38 passes. The ball pin 38 also has a circular outer circumferential surface in this region. Therefore, the ball pin 38 can be rotatably mounted on the adjusting element 28, allowing rotation between the adjusting element 28 and the ball pin 38. Alternatively, a torsion-resistant material-locking connection can be created. For example, the ball pin 38 can be welded to the adjusting element 28.

[0178] However, according to Figure 32B In this embodiment, anti-torsion protection is provided by a mechanically configured anti-torsion device 39A. The anti-torsion device 39A preferably includes a toothed outer contour of the fastening section of the ball pin 38, which forms a press-fit with the inner contour of the through-hole in the adjusting element 28. Alternatively, the adjusting element 28 may also have a knurled or toothed inner contour, such that the knurling or toothing of the ball pin 38 interacts with the knurling or toothing of the adjusting element 28 and thus forms the anti-torsion device 39A.

[0179] according to Figure 32A Another possibility for rotational locking is to provide a minimum clearance fit between the ball pin 38 and the adjusting element 28. In its initial state, the ball pin 38 preferably has a cylindrical extension that extends from a partially spherical section of the ball pin 38 and inserts into the opening of the adjusting element 28. Subsequently, the cylindrical section of the ball pin 38 is deformed to form a riveting, which on the one hand results in a fixed, locked shape of the ball pin 38 along the hole axis, and on the other hand, the compression causes an increase in the diameter of the ball pin 38, such that the cylindrical section of the ball pin 38 is radially pressed into the hole of the adjusting element 28.

[0180] according to Figure 32C The embodiment shows a ball pin 38 having a triangular tooth profile in the region of the adjusting element 28. Essentially, the cross-sectional geometry of the section of the ball pin 38 extending from the partially spherical segment corresponds to a “triangular circle”. This profile can be easily pressed by the adjusting element 28 and provides anti-torsion protection due to the triangular profile 39B.

[0181] As Figure 32A , 32B As an alternative to the variant shown in 32C, the ball pin 38 and the adjusting element 28 can also be formed as a single piece or integral unit.

[0182] Figure 33 A ball socket 40 is shown, formed in a carriage assembly 26, specifically located in the regions of guide sections 32A, 32B of the carriage assembly 26. The ball socket 40 is integrally formed with the carriage assembly 26. At least one recess 40A may be provided within the ball socket 40, designed to receive lubricant. Specifically, the ball socket 40 preferably has a plurality of recesses 40A, which are introduced into the ball socket 40 essentially as grooves. Furthermore, the ball socket 40 may have at least two lateral bearing tongues 40B, to which the ball pin 38 can abut. Preferably, each bearing tongue 40 is defined by two recesses 40A. Here, the bearing tongues 40B are arranged at least in the lower section 40C of the ball socket 40. Figure 34 ).

[0183] exist Figure 34 The arrangement of the ball pin 38 in the ball socket 40 can be clearly seen. It can be seen that the spherical section of the ball pin 38 engages in the ball socket 40. The recesses 40A, respectively arranged between at least two lateral bearing tongues 40B, can receive lubricant, ensuring good lubrication and permanent support of the ball connection provided by the ball pin 38 and the ball socket 40 without wear.

[0184] To retain the ball pin 38 in the ball socket 40, at least one fastening element 39C is preferably provided to secure the ball pin 38 inserted into the ball socket 40. The fastening element 39C is preferably made of metal, particularly steel. The fastening element 39C may be designed to at least partially penetrate the carriage assembly 26 and the ball socket 40. Specifically, two parallel fastening pins or bolts may be provided as fastening elements 39C to secure the ball pin 38 in the ball socket 40. The fastening pin may be inserted laterally into the first guide section 32A of the carriage assembly 26 and abut against the ball pin 38 in the transition area between the spherical section of the ball pin 38 and the section connecting to the adjusting element 28. Figure 34 As can be clearly seen, fastening element 39C prevents ball pin 38 from dislodging from ball socket 40 in this manner.

[0185] Figures 34A to 34D Another embodiment of the arrangement of the ball pin 38 in the ball socket 40 is shown. According to this alternative embodiment, the ball socket 40 may have a surface comprising a slidable plastic. For example, it is conceivable to provide a separate ball head receiver 40D made of slidable plastic. The ball head receiver 40D may have a flexible element 40F for improving the assembly and fixation of the ball pin 38 in the ball head receiver 40D and the ball socket 40, and for absorbing compressive and tensile forces acting on the ball pin 38. To securely fasten the ball head receiver 40D in the carriage assembly 26, for example, a locking device 40E may be provided, which can be locked into a suitable side recess 40G of the carriage assembly 26. Alternatively or additionally, fastening elements 39C (here, two fastening pins) used in the above embodiments may be introduced.

[0186] In the illustrated embodiment, the ball head receiver 40D encloses the ball head of the ball pin 38 with a flexible element 40F, the ball head being made of metal (preferably steel). The flexible element 40F is arm-shaped in this embodiment. Figure 34C As can be seen, the fastening pin penetrates the carriage assembly 26, thereby preventing the ball head from dislodging from the ball head housing 40D. Here, the fastening pin is located on the corresponding recess 39D of the flexible element 40F, thus advantageously forming a sandwich structure (steel-plastic-steel), in which the plastic of the ball head housing 40D bears only the compressive load. This connection allows the ball pin 38 to be arranged in the carriage assembly 26 with no or almost no clearance, while wear is very low. The fastening pins are positioned parallel to each other, wherein the distance between the inner edges of the fastening pins facing each other is less than the maximum ball diameter of the ball head. Therefore, even if the plastic of the ball head housing 40D fails, the ball head can be securely held in the carriage assembly 26 by means of a steel-to-steel connection.

[0187] Figure 34DThe arrangement of two fastening pins oriented parallel to each other is shown. The fastening pins are arranged in a recess 39D on a ball head housing 40D. The recess 39D is located on the upper side of the flexible element 40F, thereby the ball head housing 40D surrounds the ball head of the ball pin 38.

[0188] exist Figure 35 The drive element 16 is shown in cross-section, which is integrally formed with the motor shaft 42 and arranged on or within the housing 24 or drive housing 84. It should be mentioned again that the drive housing 84 is considered part of the housing 24 and may optionally be integrally formed therewith. The drive element 16 includes a free end 16A extending from one end of the worm gear of the drive element 16, which meshes with the worm wheel 18. The drive element 16 is preferably axially preloaded via the axial end 16A to compensate for high tolerances of the drive element 16 or the motor shaft. Specifically, the drive element 16 is mounted in a manner that is axially preloaded relative to the drive housing 84.

[0189] For this purpose, a plastic element 46 is preferably arranged between the free end 16A of the drive element 16 and the driver housing 84. Figure 36A The plastic element 46 is shown in detail. Specifically, the plastic element 46 may include an elastomer and thus function as an elastic damping element. The plastic element 46 is preferably housed in a sleeve 46A disposed between the free end 16A of the drive element 16 and the drive housing 84. Figure 35 The arrangement of the sleeve 46A between the driver housing 84 and the drive element 16 or its free end 16A can be clearly seen. Furthermore, in Figure 36B In the diagram, the axial clearance of the drive element 16 or motor shaft is symbolically represented by a double arrow. Due to manufacturing tolerances, this axial clearance can vary considerably within a range, therefore tolerance compensation is advantageous. The axial clearance is indicated by a double arrow parallel to the axial direction A of the drive element 16.

[0190] According to Figure 36C The cross-sectional view shows a sleeve 46a, which includes a recess 46B on the side opposite to the drive element 16. The recess 46B is preferably annular, into which the plastic element 46 is received. Here, the depth dimension of the recess 46B is smaller than the diameter of the plastic element 46. In this way, the plastic element 46 extends beyond the edge of the sleeve 46A in the axial direction A. The depth of the recess 46B can be adjusted here by a rib 46D protruding from the bottom of the recess 46B. A support member 46C is formed on the upper side of the rib 46D, which, together with the edge of the sleeve 46A, defines the depth of the recess 46B. This recess is preferably smaller than the diameter of the plastic element 46. Therefore, the rib 46D forms the support member 46C for the plastic element 46 in the recess 46B. The rib 46D is arranged radially, as shown... Figure 36DAs shown. Rib 46D extends from a central extension 46E, which is used for centering and pre-tightening the plastic element 46. The central extension 46E is substantially truncated cone-shaped. Figure 36C Starting from the bottom 46C of the recessed portion 46B, the central extension 46E gradually tapers toward the edge of the sleeve 46A. At the front end of the central extension 46E, there is an axial stop 47A, which defines an end stop for the axial clearance of the drive element A relative to the drive housing 84.

[0191] Sleeve 46A is preferably arranged in a rotationally fixed manner relative to drive housing 84. For this purpose, an anti-torsion device 46G can be provided on the side surface 46F of sleeve 46A. The anti-torsion device 46G can be designed to correspond to a corresponding stop in drive housing 84. Specifically, the anti-torsion device 46G can be formed as a bridge or rib that engages lockingly with a corresponding groove shape in drive housing 84. Axial prestress between drive housing 84 and drive element 16 can also be achieved alternatively. Typically, a bearing space 16C is provided between drive element 16 (particularly its free end 16A) and drive housing 84. If the arrangement of sleeve 46A and plastic element 46 is used as a preload device to achieve axial preload of drive element 16 relative to drive housing 84, the arrangement of sleeve 46A and plastic element 46 is arranged in this bearing space 16C, which is particularly evident in the following embodiments. Figure 37C I saw it in the middle.

[0192] However, in the alternative variants ( Figures 37A to 38 The bearing space 16C is filled with curable plastic. Therefore, the axial preload is achieved by introducing liquid plastic into the bearing space 16C after the drive element 16 is inserted into the actuator housing 84, where it hardens. This compensates for the tolerance between the drive element 16 and the actuator housing 84. For this purpose, a bushing 16D is preferably arranged at the free end 16A of the drive element 16. Figure 38 A bushing 16D is shown. Bushing 16D has an axial bearing 16G, which is directly connected to the drive element 16. In the section opposite the axial bearing 16G, bushing 16D is equipped with a toothed extension 16E. Specifically, the toothed extension 16E is arranged to point away from the drive element 16 along the direction of the storage space 16C. In other words, the toothed extension 16E extends into the bearing space 16C. A sealing element 16F (e.g., an O-ring or molded seal) is arranged between the toothed extension 16E and the axial bearing 16G, and extends circumferentially around bushing 16D. The toothed extension 16E and the axial bearing 16G preferably have multiple ribs on their outer peripheries, which secure the sealing element 16F in the axial direction.

[0193] Axial preload is achieved via bushing 16D, which, after being inserted into drive housing 84 with drive element 16, fills bearing space 16C with plastic. Liquefied plastic fills the space between bearing space 16C and toothed extensions 16E. When filling with liquid plastic, air can escape through the space between toothed extensions 16E, preventing unwanted cavitation and ensuring uniform distribution of liquid plastic on the upper part of bushing 16D. A sealing element 16F in the form of an O-ring prevents liquid plastic from flowing out from the upper part of bushing 16D and escaping from bearing space 16C. Once the plastic in bearing space 16C hardens, axial preload is generated in drive element 16. Simultaneously, a form-locking connection is achieved between the cured plastic and toothed extensions 16E, providing anti-torsional protection between drive housing 84 and bushing 16D. Due to the high tolerances of drive element 16, it is impossible to determine how much plastic must be introduced into bearing space 16C throughout the series. In this respect, the drive housing 84 is preferably adapted to allow curable plastic to be introduced into the bearing space 16C. Figure 37A and 37B A corresponding actuator housing 84 is shown. The actuator housing 84 includes a reservoir 84B. The reservoir 84B is preferably disposed on the outside of the actuator housing 84. Specifically, the reservoir 84B can be substantially formed as a basin-shaped recess on the outside of the actuator housing 84. The bottom of the reservoir 84B preferably has an opening 84A communicating with the bearing space 16C. Thus, curable plastic can be introduced into the bearing space 16C via the reservoir 84B and the opening 84A. When the curable plastic is introduced into the bearing space 16C, the air in the bearing space 16C is simultaneously displaced. To allow the air to escape, the reservoir 84B has an outlet 84C at its bottom. Air escapes from the bearing space 16C through the outlet 84C, allowing the bearing space to be well filled with the curable plastic. The reservoir 84B here serves as a reservoir or excess reservoir for storing the remaining curable plastic as residue when the bearing space 16C is filled. In this way, a uniform amount of curable plastic can be introduced to fill the bearing space 16C, although the actual amount of curable plastic that can be introduced into the bearing space will vary depending on the component tolerances of the drive element 16. Any excess curable plastic is then stored in the storage container 84B and cured there.

[0194] Figures 39A to 41 The mounting of the spindle nut 22 in the carriage assembly 26 according to a preferred embodiment is shown. Typically, the spindle nut 22 is mounted tiltably in the carriage assembly 26. Specifically, the spindle nut 22 is mounted here to be tiltable about a tilting axis K, which is orthogonally oriented to the rotation axis R of the spindle 20. The rotation axis R is as follows... Figure 39A and 39B As shown. The inclined axis K is as follows. Figure 39B, 40 As shown in Figure 41.

[0195] According to Figure 41 As shown in the side view, the spindle nut 22 has a first outer periphery 43 and a second outer periphery 45 in its cross-section. The first outer periphery 43 and the second outer periphery 45 each have a common center point M located on the inclined axis K. The first outer periphery 43 is larger than the second outer periphery 45. Corresponding to the two outer peripheries 43 and 45, the carriage assembly 26 has a corresponding inner contour 44. Specifically, the carriage assembly 26 has an inner contour 44 corresponding to the first outer periphery 43 and the second outer periphery 45, which guides the first outer periphery 43 and the second outer periphery 45 during the tilting movement of the spindle nut 22 about the inclined axis K.

[0196] Specifically, the inner contour 44 has a first partial surface 44A corresponding to the first outer perimeter 43. Furthermore, a second partial surface 44B is provided on the inner contour 44, corresponding to the second outer perimeter 45. A transition surface 44C is provided between the first partial surface 44A and the second partial surface 44B. The transition surface 44C connects the first partial surface 44A and the second partial surface 44B.

[0197] The transition surface 44C is designed here to limit tilting movement about the tilting axis K. Due to the different outer circumferences of the spindle nut 22, the transition surface 44C acts as a stop for the tilting movement of the spindle nut 22. When the spindle nut 22 tilts to its maximum angle, it rests against the transition surface 44C. This situation is as follows: Figure 40 As shown. It can be seen that the spindle nut 22 is fully tilted and therefore stops on the transition surface 44C. In this state, the spindle nut 22 can be inserted into the corresponding nut housing in the housing 24. Once the spindle nut 22 is deflected from its maximum tilt angle, i.e., specifically aligned with the spindle 20, as... Figure 41 As shown, the contour, particularly the transition surface 44C, secures the spindle nut 22, preventing it from shifting within the housing 24 of the carriage assembly 26. In other words, the inner contour 44 of the sliding contour acts as a bayonet lock 22A for the spindle nut 22. For this purpose, the bayonet lock 22A has a first stop 22B formed on the first side 26A of the carriage assembly 26. A second stop 22C, which is also part of the bayonet lock 22A, is formed on the second side 26B of the carriage assembly. Figure 39A It can be clearly seen that the first stop 22B and the second stop 22C together constitute the bayonet lock 22A. Specifically, the first stop 22B and the second stop 22C are arranged obliquely relative to each other with respect to the carriage assembly 26. Therefore, the spindle nut 22 can be laterally inserted into the carriage assembly 26 at its maximum oblique position. Figure 39B , Figure 40Once the spindle nut 22 is positioned in the carriage assembly 26 and deflected from its maximum tilt position, the first stop 22B and the second stop 22C will prevent the spindle nut 22 from moving laterally out of the carriage assembly 26.

[0198] Preferably, the first stop 22B and the second stop 22C are integrally or integrally formed with the carriage assembly 26. Specifically, the carriage assembly 26 with stops 22B and 22C can be manufactured by injection molding or formed into an injection molded component.

[0199] Figure 42 The end of the adjusting element 28 opposite to the carriage assembly 26 is shown. The adjusting element 28 has a hinge hole 52 at the end opposite to the carriage assembly 26, designed for fastening to vehicle components or the vehicle body. For this purpose, the hinge hole 52 has a hinge hole insert 60 that surrounds the hinge hole 52 of the adjusting element 28 on its inner side and forms a receiving seat 60A for a hinge bolt 54. Figure 49 The details are shown in more detail below. The hinge hole insert 60 can be formed essentially as a one-piece or integral piece. However, it is advantageous if the hinge hole insert 60 includes a first hinge hole insert element 61 and a second hinge hole insert element 62. The first hinge hole insert element 61 and the second hinge hole insert element 62 can be connected to each other by material locking or form locking. The two-part design of the hinge hole insert 60 has the advantage that the first hinge hole insert element 61 can be inserted into the hinge hole 52 from a first side, while the second hinge hole insert element 62 can be inserted into the hinge hole 52 from a second side. The hinge hole insert elements 61 and 62 can be connected to each other within the hinge hole 52 to jointly form the hinge hole insert 60. Preferably, the hinge hole insert 60 (especially the first hinge hole insert element 61 and the second hinge hole insert element 62) is made of plastic. Plastic is particularly elastic. It is particularly preferred that the centering profile 59B comprises a plastically deformable material, such as plastic. Centering profile 59B is specifically designed to compensate for angular errors between the adjusting element 28 and the vehicle component or body. Such angular errors can occur between vehicle components and the body due to the sum of all tolerance chains and should be compensated for by the corresponding degrees of freedom of movement in the tilt and camber directions. Simultaneously, the ball joint insert should support the tightening torque of the screws on the mounting plate 56 without the need for an assembly mold plate. The advantage of not using an assembly mold plate is that assembly can be performed particularly quickly and easily. In this respect, centering profile 59B greatly simplifies the installation of the adjusting device in the vehicle, as it initially supports the tightening torque and can be selectively closed in further applications to allow for free movement in the corresponding tilt and camber directions.

[0200] The centering profile 59B may have multiple protrusions 59A aligned with the hinge bolt 54. If angular errors occur during assembly, the bolt can be aligned within the hinge hole insert 60 because the individual protrusions 59A of the centering profile 59B will deviate accordingly. Therefore, the hinge hole insert 60 with the centering profile 59B ensures that the tilt arrangement between the hinge bolt 54 and the adjusting element 28 is tolerant, or ensures that the pivoting movement of the adjusting element 28 relative to the hinge bolt 54 is not impaired.

[0201] refer to Figure 43 The hinge hole insert 60 can be configured to have a clamping unit 60E to clamp the hinge bolt 54 of the insertable bolt holder 60A. The clamping unit 60E may have a resilient clamping element 60F arranged on the edge of the hinge hole insert 60. Figure 43 As shown, the clamping unit 60E can be inserted into the upper region of the first hinged hole insertion element 61. Essentially, the hinged hole insertion element 60 includes a bolt receiving seat 60A with an insertion opening into which the spherical segment 54C of the hinged bolt 54 can be inserted. The clamping unit 60E is provided to prevent the hinged bolt 54 from leaving the bolt receiving seat 60D along the same path. Figure 44 As shown, it is inserted into the first hinge hole insertion element 61 above the bearing 60G, thereby preventing the hinge bolt 54 from axially moving out of the bolt housing 60A.

[0202] Figure 44 A cross-sectional view shows how the hinge bolt 54 is connected to the hinge hole insert 60 via the bearing 60G. Furthermore, from... Figure 44 As can be seen, the hinge bolt 54 not only passes through the hinge hole 52, but also extends through the fixing plate 56, so that the hinge bolt 54 realizes the connection between the fixing plate 56 and the adjusting element 28. Figure 45 This is also shown again in the perspective view. Furthermore, from... Figures 42 to 48 As can be seen, each hinged hole insert 60 has a snap-fit ​​connection element 60H, which can, for example, fix a sealing element 82 used to seal an opening on a vehicle panel. Figure 57B An example of such a sealing element 82 is shown, which is held on the adjusting element 28 by a snap-fit ​​connection element 60H.

[0203] Figure 47 and 48 The two hinged-hole insertion elements 61 and 62 are shown in detail. Relative to the first hinged-hole insertion element 61 ( Figure 47The diagram shows the axial direction AR. It can be seen that the protrusion 59A is formed as a rib extending parallel to the axial direction AR. The hinge hole insert 60 has a continuous bolt seat 60A that accommodates the hinge bolt 54. Preferably, a bayonet connection is provided to connect the hinge bolt 54 to the hinge hole insert 60. The hinge bolt 54 inserted into the bolt seat 60A can be positioned via the bayonet connection.

[0204] from Figure 47 and Figure 48 It can also be seen that the hinge hole insert 60, and in particular each hinge hole insert element 61, 62, has a first locking lug 60B and a second locking lug 60C, which are disposed opposite to each other on the edge of the hinge hole insert 60 or on the edge of the corresponding hinge hole insert element 61, 62. The locking lugs 60B, 60C serve as a bayonet connection to secure the spherical section 54C of the hinge bolt 54. Figure 49 A hinge bolt 54 with a spherical section 54C is shown.

[0205] The first locking lug 60B and the second locking lug 60C can be formed as adjacent bearings 60D, wherein the bearings 60D are arranged inside the bolt housing 60A and receive at least a portion of the spherical section 54C of the hinge bolt 54. The bearings 60D are preferably formed corresponding to the spherical section 54C of the hinge bolt 54. Therefore, the hinge bolt 54 preferably has two protrusions 54A arranged back-to-back with each other, designed to correspond to the first locking lug 60B and the second locking lug 60C. In this way, a bayonet connection is formed between the hinge bolt 54 (particularly the protrusions 54A) and the locking lugs 60B, 60C. A design with only one locking lug 60B is also conceivable and is not excluded from the scope of the invention.

[0206] The bolt housing 60A in the hinge hole insert 60 may have at least one groove 60D that serves as a lubricant reservoir. Figure 46 An example of groove 60D is shown in the figure. Figure 47 The groove 60D is shown to be preferably arranged in the first hinge hole insertion element 61.

[0207] Figure 49 A fixing bolt 54 with a spherical section 54C is shown, in which one of two protrusions 54A can be seen. At its upper end, the fixing bolt 54 has a corresponding profile 54B of a fixing plate. The shape of the corresponding profile 54B corresponds to the inner profile of the fixing plate profile 56A in the fixing plate 56. The fixing plate 56 is as follows... Figure 50As shown. Specifically, it can be seen that the fixing plate 56 has two through holes, one of which forms the fixing plate profile 56A. The fixing plate profile 56A is basically designed as an elliptical inner profile, and the corresponding elliptical outer profile of the fixing plate corresponding to the profile 54B is engaged into the elliptical inner profile in a form-locking manner. Therefore, the fixing bolt 54 is fixed to prevent rotation and can be connected to the fixing plate 56 in a defined basic orientation.

[0208] exist Figure 51 The connection between the adjusting element 28 and the fixed plate 56 can be seen. The adjusting element 28 has a hinge hole 52 at its end opposite to the carriage assembly 26, and a hinge hole insert 60 is arranged in the hinge hole. A fixing bolt 54 passes through the fixed plate 56, through the bolt housing 60A of the hinge hole insert 60, and then engages in the second through hole of the fixed plate 56. Furthermore, in Figure 51 The layout shown illustrates the open position of the bayonet lock. (Cross-section) Figure 52 This is explained. In this position, the hinge bolt 54 can move axially within the hinge hole insert 60. This is the installation position. By subsequently rotating the retaining plate 56, which includes the hinge bolt 54, the bayonet lock is engaged, thereby preventing axial movement of the hinge bolt 54 relative to the hinge hole insert 60.

[0209] For the hinged hole insert 60, applicable to all embodiments, the first hinged hole insert element 61 and the second hinged hole insert element 62 can be connected to each other by form-fit or material-locking means. In the case of form-fitting connection, it is particularly preferred that the first hinged hole insert element 61 and the second hinged hole insert element 62 can be threadedly connected to each other. For this purpose, the first hinged hole insert element 61 can, for example, have an external thread that interacts with the corresponding internal thread of the second hinged hole insert element 62.

[0210] Figure 53 and 54 Another embodiment is shown, which involves enclosing the housing 24 of the carriage assembly 26 by a cover 64. The housing 24 is preferably designed as an extruded profile and therefore has an open axial end. A cover 64 is provided to prevent moisture and dust from entering the housing 24. Specifically, the housing 24 has a housing opening 24C ( Figure 27 The housing opening can be closed by a cover 64. Here, the cover 64 preferably has a protrusion 64A that can be connected to a reservoir 37A of the housing 24. Therefore, the basic outline of the protrusion 64A preferably corresponds to the guide elements 37C, 37D, 37E of the guide device 37B, such that the protrusion 64A can be inserted into the longitudinal groove 37 of the reservoir 37A. Preferably, a plurality of such protrusions 64A are formed on the cover 64. Specifically, the number of protrusions 64A preferably corresponds to the number of longitudinal grooves 37 on the housing 24. According to... Figure 53 and54 In a specific embodiment, seven protrusions 64A are provided, which interact with seven longitudinal grooves 37. To facilitate insertion of the protrusions 64A into the longitudinal grooves 37, the free ends of the protrusions preferably have tapered or truncated tapered portions. Furthermore, the cover-side protrusions 64A may include rib-shaped prestressing elements 64H formed in the longitudinal direction of the protrusion 64A. The prestressing elements 64H are similar to the prestressing elements 37H and are preferably integrally formed with the protrusions 64A. Alternatively, the protrusions 64A may be integrally formed with the cover 64. To secure the cover 64 to the housing 24, the longitudinal grooves 37 may be clamped in the areas where the protrusions 64A are inserted. By clamping, i.e., reshaping the longitudinal grooves 37, a form-locking connection is formed with the protrusions 64A, thereby securely attaching the cover 64 to the housing 24.

[0211] exist Figure 53 It can also be seen that the cover 64 has a drain outlet 64C. Since it is impossible to completely prevent moisture, especially condensation, from seeping into the housing 24, the drain outlet 64C is provided. This allows moisture to escape from the housing 24. (As shown in the image...) Figure 24 As already explained, the carriage assembly 26 preferably has a piston geometry 72 whose outer contour corresponds to the inner contour of the drain port 64C, such that the piston geometry 72 closes the drain port 64C at the end position of the carriage assembly 26. For this purpose, it is advantageous that the piston geometry 72 has a radial seal 73.

[0212] On the one hand, the prestressing element 64H on the protrusion 64A is used to compensate for tolerances, thereby ensuring that the cover 64 is securely and without wobbling. At the same time, the prestress provided by the prestressing element 64H can also reduce possible clicking noise.

[0213] The cover 64 also includes a collar 64B, which surrounds the longitudinal end of the housing 24 circumferentially, thereby further preventing moisture from penetrating the housing 24. In this respect, the collar 64B is waterproof.

[0214] Figures 55 to 57B An embodiment of the adjusting device 10 is shown, wherein a sealing element 82 is disposed on the adjusting element 28. The sealing element 82 can be fastened to the adjusting element 28, specifically by... Figure 48The snap-fit ​​connecting element 60H is shown. The sealing element 82 is specifically used to seal a first cavity, preferably a vehicle cavity, that receives the hinge hole 52. Specifically, the sealing element 82 is used to seal the opening of the first cavity. The sealing element 82 can be locked to the hinge hole insert 60 via the snap-fit ​​connecting element 60H. The sealing element 82 completely surrounds the adjusting element 28 to ensure a good seal between the adjusting element 28 and the opening of the first cavity. Additionally or alternatively, the sealing element 82 may be provided for sealing a second cavity for sealing the vehicle body or a vehicle component movable relative to the vehicle body, in which the adjusting device 10 is disposed.

[0215] like Figure 55 As shown, the sealing element 82 has a first sealing lip 82A that directly abuts against the drive element 28. Furthermore, a second sealing lip 82B is provided, which is disposed along the circumferential direction of the sealing element 82. The second sealing lip 82B seals the opening of the vehicle cavity. Typically, the sealing element 82 includes a base 82D extending into the base plane G. Additionally, a central body 82E is provided, which surrounds the adjustment element 28 and includes the first sealing lip 82A. The central body 82E is oriented along the longitudinal direction L of the adjustment element 28. Figure 57B The longitudinal direction L of the adjusting element 28 can be seen in the image.

[0216] exist Figure 57A As can be clearly seen, the base plane G of the substrate 82D and the longitudinal direction L of the adjusting element 28 are set at an angle different from 90° to each other. This is accompanied by an inclined orientation of the central body 82E relative to the plane containing the second sealing lip 82B. This inclined or oblique arrangement is particularly advantageous for sealing cavities in vehicles that accommodate hinge holes 52. The adjusting device is preferably used to operate a door or hood that is at an angle to the vehicle body when opened. This angular orientation can be compensated for by the inclined arrangement of the second sealing lip 82B relative to the central body 82E, ensuring a permanently good seal for the sealing element 82.

[0217] exist Figure 57A It can also be seen that the sealing element 82 has a locking arrangement 82C, which engages with the snap-fit ​​connection element 60H of the hinge hole insert 60 to create a form-locking connection between the sealing element 82 and the hinge hole insert 60. Furthermore, the center body 82E can be offset from the center of the base body 82D.

[0218] Figure 58 and 59 It also shows Figure 22The sealing device 34, already shown, completely surrounds the adjusting element 28 and protects the interior of the housing 24 from environmental influences. The sealing device 34 has a fastening section 67 by which the sealing device 34 can be fastened to the housing 24. Furthermore, a bellows section 69 is provided to ensure the mobility of the sealing device 34. Specifically, this can compensate for tilting movements of the adjusting element 28 relative to the housing 24. Additionally, a scraping section 68 is provided, which slides along the adjusting element 28 but simultaneously forms a sliding seal.

[0219] To ensure that the adjustment device 10 can be clearly identified by, for example, workshop personnel, and that it does not need to be removed from the vehicle or side door during installation, the adjustment device 10 is appropriately marked. However, since these markings should not be visible to the end customer of the vehicle, as an alternative to or supplement to the adjustment element 28, the sealing element 82 can advantageously be marked on the side wall facing away from the passenger compartment of the vehicle in the installed state. During installation, this side wall of the sealing element 82 faces, for example, the side door and is not visible to the end customer / driver of the vehicle. If the adjustment device 10 is tilted 180° on the other side of the vehicle, the marking is also located on the side wall of the sealing element 28 facing away from the passenger compartment.

[0220] As another advantageous marking method, it is conceivable to use a suitable paint to mark the sealing element 28, which is only visible when a suitable light source is used. For example, a UV varnish can be used, which is only visible with the aid of a UV lamp.

[0221] Figure 60 and 61 An embodiment of the adjusting device 10 is shown, wherein the carriage assembly 26 has two guide sections 32. A first left guide section 32A, 32B is opposite to a second right guide section 32B. Guide sections 32A, 32B guide the carriage assembly 26 within the housing 24. Each of the two guide sections 32A, 32B is equipped with a guide rail 74A, 74B arranged without clearance. The guide rails 74A, 74B are both prismatic in shape, thus forming a prismatic sliding surface or guide surface 75, which interacts with the sliding surface or guide surface 77 of the housing 24 (see [link]). Figure 26Interaction. Specifically, guide rails 74A and 74B preferably include a trapezoidal outer profile on their sides facing the inner surface of the housing. In addition to the two opposing guide sections 32A and 32B and the guide rails 74A and 74B assigned to them respectively, a third guide section 32C may be provided, which guides the carriage device 26 in the housing. Thus, the three guide sections 32A, 32B, and 32C can substantially form a three-point sliding bearing in the housing 24. The third guide section 32C preferably also has a guide rail 74C. Guide rails 74A, 74B, and 74C are arranged without gaps on the guide sections 32A, 32B, and 32C assigned to them respectively. One of the guide rails 74, 74A, and 74B may also be integrally formed with the corresponding guide section 32A, 32B, or 32C.

[0222] According to Figure 60 and 61 In the embodiments, at least one of the guide rails 74A, 74B, and 74C, particularly the guide rail 74B of the second guide section 32B, has a device for self-adjusting clearance reduction. Preferably, the opposing guide rail 74B may also have such a device for self-adjusting clearance reduction. Each device for self-adjusting clearance reduction preferably includes, as shown below... Figure 26 The elastic spring element 80 is shown. The elastic spring element 80 can act on a compensating element 76, which is designed to move relative to at least one guide rail 74 and a prismatic guide surface 77 in the form of a corresponding sliding surface of the housing 24. The compensating element 76 may specifically include a first compensating element 76A and a second compensating element 76B formed independently of each other. The compensating elements 76A and 76B are preferably arranged along guide rails 74A, 74B, and 74C and offset from each other in the longitudinal direction. The compensating elements 76, 76A, and 76B are preferably preloaded by the spring element 80 and pressed against the inner guide surface 77 of the housing 24, thereby achieving tolerance compensation. In this way, the carriage assembly 26 can be well guided within the housing 24, thus avoiding noise caused by movement. In addition to being free of play, the prismatic design also improves the stability of the carriage assembly 26 within the housing 24, allowing for uniform linear movement unaffected by external forces. This is based on the physical wedge principle, i.e., using a small holding force of the spring element 80 to hold a large displacement force.

[0223] Furthermore, the compensating element 76, preloaded to the housing 24 by the spring element 80, acts as a defined linear brake via frictional force / braking force on the axis of motion of the adjusting element 28, which is defined and coordinated with the adjusting device 10. Due to the introduction of friction there, the entire system of the adjusting device 10 is damped and can be better adjusted via external control, thereby avoiding interference noise. Due to the simple and modular design of the system, the spring element 80 can be easily replaced and designed to meet the specific requirements of the adjusting device 10. Figure 25and 26 Similar to the previous embodiment, this embodiment achieves nearly backlash-free linear guidance of the carriage assembly 26 and a defined constant frictional torque between the carriage assembly 26 and the housing 24, thereby enabling the performance, in whole or in part, of the holding force required for, for example, a vehicle door. Therefore, the frictional force introduced into the carriage assembly 26 can replace a separate brake, such as a magnetic brake, in the region of the drive unit 14. Another advantage of applying frictional force at the point of action of the adjusting device 10 is a uniform basic load, which allows the entire system to operate more quietly.

[0224] Each compensating element 76, 76A, 76B may also have an mounting step 76C to allow the carriage assembly 26 to be inserted into the housing 24. When the carriage assembly 26 is inserted into the housing 24, the mounting step 76C causes the compensating elements 76, 76A, 76B to move inward against the spring force of the spring element 80, and then, due to the action of the spring element 80, to abut against the guide surface 77 inside the housing 24. On the side opposite to the guide surface 77, each compensating element 76 may also have a locking pin 81 that secures the ball pin 38 inserted into the ball socket 40. Essentially, the locking pin 81 can form a fastening element 39C that holds a portion of the spherical section of the ball pin 38 within the ball socket 40. Figure 34 In this way, the compensating element 76 provides a dual function: on the one hand, it compensates for the tolerances of the carriage assembly in the housing 24, and on the other hand, it secures the ball pin 38 in the ball socket 40.

Claims

1. An adjustment device (10) for a vehicle component movable relative to the body of a vehicle, the vehicle component being particularly a door or hood, the adjustment device comprising: A housing (24) with a carriage assembly (26), wherein the carriage assembly (26) is movable between a first position and a second position by means of a drive unit (14) along the rotation axis (R) of the main shaft (20), wherein The carriage assembly (26) includes a spindle nut (22) that is threadedly engaged with the spindle (20), wherein The spindle nut (22) can be installed at an angle in the carriage device (26).

2. The adjusting device (10) according to claim 1, wherein, The spindle nut (22) can be installed at an angle around an inclined axis (K) orthogonal to the axis of rotation (R).

3. The adjusting device (10) according to claim 1 or 2, wherein, The spindle nut (22) has a first outer periphery (43) and a second outer periphery (45) in a cross-sectional view, wherein the first outer periphery (43) and the second outer periphery (45) have a common center point (M) located on an inclined axis (K).

4. The adjusting device (10) according to claim 3, wherein, The carriage assembly (26) has an inner profile (44) corresponding to the first outer periphery (43) and the second outer periphery (45) so as to guide the first outer periphery (43) and the second outer periphery (45) during the tilting movement of the spindle nut (22) about the tilt axis (K).

5. The adjusting device (10) according to claim 4, wherein, The inner contour (44) has a first partial surface (44A) corresponding to the first outer periphery (43) and a second partial surface (44B) corresponding to the second outer periphery (45), wherein the first partial surface (44A) is connected to the second partial surface (44B) through a transition surface (44C).

6. The adjusting device (10) according to claim 5, wherein, The transition surface (44C) is designed to limit tilting motion around the tilt axis (K).

7. The adjusting device (10) according to any one of the preceding claims, wherein, The spindle nut (22) is fixed in the carriage device (26) by a bayonet lock (22A).

8. The adjusting device (10) according to claim 7, wherein, The bayonet lock (22A) has a first stop (22B) located on the first side (26A) of the carriage assembly (26).

9. The adjusting device (10) according to claim 7 or 8, wherein, The bayonet lock (22A) has a second stop (22C) located on a second side (26B) of the carriage assembly (26), the second side (26B) being arranged opposite to the first side (26A).

10. The adjusting device (10) according to any one of claims 7 to 9, wherein, The first stop (22B) and the second stop (22C) are inclined relative to each other with respect to the carriage assembly (26), so that the spindle nut (22) is inserted into the carriage assembly (26) at an inclined position relative to the inclined axis (K).

11. The adjusting device (10) according to any one of the preceding claims, wherein, The first stop (22B), the second stop (22C) and the carriage device (26) are integrally formed by injection molding.

12. The adjusting device (10) according to any one of the preceding claims, wherein, The drive unit (14) includes an electric motor.

13. A vehicle (200) having an adjustment device (10) for a vehicle component movable relative to the vehicle body according to any one of the preceding claims, the vehicle component being in particular a door or a hood.

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