Brake for braking relative movement of two parts

Abstract

The invention relates to a brake 1, 31 for braking a relative movement between two components 3, 6, in particular a first component 3 is a flap, for example a door of a motor vehicle, and a second component 6 is a chassis component, for example a pillar of a motor vehicle, to which the flap is hinged, the brake 1, 31 comprising:-a support section 10, 11, 38 for supporting the brake 1, 31 on the first component 3, and-a braking device 15, 35 for braking the brake lever 4, 34 connected to the second part 6 by means of a braking force 8 directed in the direction of the brake lever 4, 34.

Description

Technical Field

[0001] This invention relates to a brake for braking the relative movement between two components. The invention also relates to a corresponding device and system. Background Technology

[0002] A brake is used to slow down the relative motion of two parts that are moving relative to each other. Maximum deceleration is the releasable holding of the two parts in a specific relative position; therefore, in this description, holding due to the cessation of movement between the two parts is also included under the concept of braking.

[0003] For braking, a brake supported relative to the first component has a braking device. The braking device acts on a brake lever connected to the second component. The brake lever is connected to the second component in such a way that when the second component moves relative to the first component, the brake lever also moves relative to the braking device. If the brake lever is braked by the braking device, the movement of the second component relative to the first component is also stopped.

[0004] The brake has a support section for supporting or connecting to the first component or to the first component. Thus, the braking force, acted by the braking device to brake the movement of the two components relative to each other, is transmitted to the first component, and this braking force is substantially directed in the direction in which the brake lever moves toward the brake.

[0005] Such brakes that apply pressure to the brake lever are used, for example, in the flaps of motor vehicles, such as door flaps, engine compartment flaps, or tailgates for closing the trunk. This type of brake is described in EP 3 266 968 B1.

[0006] In some applications, it is necessary to know the magnitude of the braking force applied by the brake lever. This is true, for example, in the following scenarios:

[0007] The door is hinged to the pillar of the motor vehicle via a joint. A brake supported on the door brakes the pivoting movement of the door relative to the pillar by means of a brake lever connected to the pillar and eccentrically arranged with the joint. The brake is also used to hold the door in a specific pivoting position.

[0008] To allow a door held in a specific pivot position by a brake to close again, the user presses the door as is customary. The resulting force acting on the brake / brake lever assembly increases until a predetermined triggering force should cause the brake to be released and the brake lever to move relative to the brake, allowing the door to be pivoted by the user.

[0009] Other uses for braking force signals are, of course, conceivable.

[0010] For example, EP 3 492 679 A1 discloses a recommendation for measuring braking force. Here, it is assumed that two connecting bars linking two housing sections are compressed or stretched due to force. This compression or stretching is measured using a strain gauge.

[0011] Another possibility for force measurement is disclosed in WO 2018 / 087000 A1. Here, a load cell is used to measure the pressure acting on the first component through the housing of the braking device.

[0012] The drawback of these implementations is that they fail to consider that the braking force applied by the brake or braking device can vary not only in magnitude but also in direction due to numerous applications, different usage scenarios, the position of the braking device relative to the brake lever, and the positions of the two components relative to each other. Therefore, additional bending moments, torsional moments, and lateral forces can act additionally on the housing of the braking device, and these moments, torsional moments, and lateral forces have a greater impact on the deformation of the housing or weighing unit than the forces generated by the interaction between the user and at least one of the two components. Effective tensile and compressive force measurements are difficult to achieve in the prior art. Summary of the Invention

[0013] Against this backdrop, the objective of this invention is to provide a brake that improves and simplifies the measurement of braking force. Another objective of this invention is to provide a device for a brake and a brake lever, and a system comprising a first component and a second component, wherein the relative movement of the first component and the second component relative to each other should be braked.

[0014] The tasks mentioned first are solved by the brake according to the invention, the tasks related to the device are solved by the device according to the invention, and the tasks related to the system are solved by the system according to the invention.

[0015] Beneficial improvements are generated from the instruction manual.

[0016] According to the present invention, a brake is proposed for braking the relative movement between two components, wherein the first component is, in particular, a flap, such as a door of a motor vehicle, and the second component is a chassis component, such as a pillar of a motor vehicle, to which the flap is hinged, and the brake has:

[0017] -A support section for supporting the brake on the first component, and

[0018] - A braking device for braking the brake lever connected to the second component by applying a braking force pointing in the direction of the brake lever.

[0019] The braking device is supported on the support section at least along the braking force direction when a measuring section is connected in the middle, and the measuring section is pointed in a direction orthogonal to the braking force direction, such that the measuring section is subjected to bending in the direction of braking force by the braking device relative to the support section caused by braking, and wherein a sensor for measuring the bending of the measuring section in the direction of braking force is provided.

[0020] The measuring section is designed to be waisted in the width direction relative to the material adjacent to the measuring section.

[0021] The measuring section is integrated into the brake device housing, wherein the measuring section is designed as a housing section oriented substantially orthogonal to the braking force direction, wherein the braking force is introduced into the measuring section in a first region and the support section is introduced into a second region spaced apart from the first region in a direction orthogonal to the braking force direction.

[0022] Due to the bending of the measuring section, the braking device is offset relative to the supporting section in the braking force direction, and this offset is measured by the sensor.

[0023] The braking device is supported along a guide device, preferably including multiple guide pins, in the direction of braking force.

[0024] The measuring section is decoupled from the supporting section or braking device, and the force transmission to the supporting section and / or from the braking device to the measuring section is only carried out by pressure.

[0025] The braking device is supported relative to the support section via at least two measuring sections in the braking force direction, wherein a first measuring section supports the braking device relative to the support section in a first direction of the braking force direction, and another measuring section supports it in a direction opposite to the first direction.

[0026] The brake has at least two separate support sections, and the braking device is supported relative to the support sections by measuring sections leading to the respective support sections, and the measuring sections are arranged opposite to each other with respect to the direction of braking force, such that the brake lever is guided through the measuring sections.

[0027] Another proposed device is an apparatus for the aforementioned brake and a brake lever guided in the brake, wherein the brake lever is designed to be connected to a second component.

[0028] The brake lever has an end stop, such as a hammer, on the side opposite to the support section. The brake lever is supported by the end stop in a shape-fitting manner relative to the brake. An opening aligned with the end stop is provided on the brake from the support section to the opposite side. A pin-shaped support bolt is inserted into the opening, so that the end stop can be supported on the support section without the intermediate connecting measuring section.

[0029] A system of the aforementioned brake and brake lever is also proposed, comprising a first component and a second component to be braked relative to the first component, wherein the brake is connected to the first component and the brake lever is connected to the second component.

[0030] According to the present invention, the braking device is supported on the support section at least in the braking force direction via an intermediate connecting measuring section. Thus, the supporting force between the braking device and the support section is transmitted via the measuring section. The measuring section is connected between the braking device and the support section in the braking force direction; the support section is connected to one end of the measuring section, and the braking device is connected to the other end of the measuring section.

[0031] The measuring section is oriented in a direction orthogonal to the braking force direction. In this context, "orthogonal direction" means that the measuring section is perfectly perpendicular to the braking force direction, such that the measuring section bends under the influence of the braking force direction and this bending can be measured. The bending deformation of the measuring section is greatest when it is perfectly orthogonal to the braking force direction, and this is therefore preferred. However, deviations from this are possible; for example, the measuring section can not only be precisely aligned with the braking force direction at 90°, but it can be smaller; however, at least 50° is preferred. It goes without saying that in order for the measuring section to bend, it can bend freely within its bending section, and therefore is not supported, or in contact with, other elements preventing bending within its bending section.

[0032] A sensor is installed to measure the bending of the measuring section in the direction of the braking force.

[0033] In the measuring section, the braking force directed towards the brake lever along the direction of movement of the braking device is converted into a bending moment. This utilizes the elastic deformation of the measuring section due to bending, i.e., a completely reversible deformation. Due to the material properties of the measuring section, this is preferably linearly related to the bending force. The bending moment induces a significantly higher deformation in the material than that caused by tension / compression, making this deformation more readily detectable by the sensor. The intensity of the signal obtained can be increased by up to ten times compared to conventional tension / compression measurements. Furthermore, the potential influence of bending on the measured object does not disproportionately distort the measurement compared to pure tension / compression measurements, thus reducing measurement errors. This unexpectedly amplifies and filters the measurement signal mechanically.

[0034] To concentrate the bending on the measuring section and thus amplify the measurement signal, it is preferable that the support section is designed to be more rigid than the measuring section relative to the braking force direction. This is achieved, for example, by connecting the support section planarly to the first component. Another possibility is to reinforce the support section by taking into account material thickness, material selection, or geometric reinforcements (e.g., ribs or stiffeners).

[0035] Alternatively, the measuring section can be designed with a waisted structure relative to the material adjacent to it. This means that the measuring section in this waisted region has a smaller cross-section, i.e., a reduced width. The waist typically occurs transversely to the extension direction of the measuring section and transversely to the braking force direction, i.e., along the width direction of the measuring section. The material adjacent to the waisted region leads to the braking device or support section. In the waisted region, the measuring section is weakened, causing the bending moment to result in particularly strong surface expansion of the measuring section, thereby allowing for improved measurement.

[0036] Typically, the measuring section is much narrower in the direction of the braking force than in the two directions orthogonal to it. Therefore, the measuring section is designed as a plate; preferably, the material thickness is about 2 to 5 mm, and the width of the measuring section is about 20 to 50 mm. This results in the measuring section deforming essentially uniaxially under the influence of the braking force, thus simplifying the evaluation.

[0037] It can be stipulated that the measuring section is set as a separate section between the braking device and the support section, so that a clear interface is formed between the braking device and the support section.

[0038] According to the first design, it can be specified that the measuring section is directly arranged between the brake device housing and the support section associated with the brake device, which transmit the braking force of the brake device. It can also be specified that the brake device is supported relative to one or more support sections only via one or more measuring sections, such that the entire support of the brake relative to the first component is measured by one or more sensors.

[0039] According to the second design, the measuring section can be integrated into the brake device housing, and the brake device is supported relative to the support section via the housing section. The measuring section is designed to be orthogonally oriented to the direction of the braking force. The braking force is introduced into the measuring section in a first region and into the support section in a second region spaced apart from the first region in a direction orthogonal to the direction of the braking force. The aforementioned definition of the term "orthogonal" also applies here.

[0040] Such a housing segment can be, for example, a connecting strip extending from one edge to the other of the brake device housing. The key feature is that this connecting strip is supported relative to a supporting segment in the central region, and the thickness of the strip allows for a significant corresponding deformation, which can be measured by a sensor.

[0041] The connecting bar can be oriented, for example, parallel to the braking plane (i.e., the plane in which the brake lever is guided). It is also conceivable that the connecting bar is oriented orthogonally to it.

[0042] It can be specified that the bending measurement is set in a measuring section in the region facing the end of the braking device. For example, a sensor arranged on the measuring section performs the measurement in this region. Starting from the braking device, the force is directly introduced into the measuring section, so the maximum bending stress can be expected here.

[0043] In this design, it is particularly preferred that the measuring section with the waist region is directly connected to the braking device, typically a solid extension of the braking device housing pointing in the direction of the braking force. The braking force is introduced from the solid extension into the weakened waist region. Due to the reduction in thickness in the direction of the braking force and the abrupt thinning of the waist material, the bending stress in the material concentrates in this region.

[0044] If at least one strain gauge is used as a sensor to measure the bending of the section being measured for braking force measurement, it can be specifically specified that a pair of strain gauges are arranged in the measurement area, wherein the two strain gauges forming the pair are orthogonally oriented to each other. Temperature compensation can be achieved in this way by forming a reference value of resistance, much like compensation for possible torsional stress in the material. The two strain gauges are typically provided in a grid layout.

[0045] The bending caused by the measuring section results in a displacement of the braking device relative to the support section in the braking direction. This is typically a fraction of a millimeter. In a preferred design, this displacement can be used to perform a measurement of the bending of the measuring section away from the measuring section on the sensor side. For example, the support section may have an extension representing its position that interacts with a sensor measuring the displacement, such as one disposed on the braking device.

[0046] The evaluation module is typically connected to the sensor and configured to determine the braking force based on the bending of the measuring segment. This evaluation module is preferably located within the brake, usually close to the measuring segment. The evaluation module does not necessarily output the absolute value of the braking force; in many cases, a relative measurement is sufficient. The braking force also does not necessarily have to be given in a force-specific unit (e.g., Newtons); using units proportional to the braking force or an coded signal is sufficient. By placing the evaluation module within the brake, signal evaluation can be performed close to the sensor, thereby reducing measurement uncertainty.

[0047] The brake lever is held on the brake, in the braking plane, and on the braking device. If the measuring section extends orthogonally to the braking plane, it is preferably specified that, relative to the braking plane, the support section is connected to the measuring section at the end of the measuring section away from the braking plane, and the braking device is connected to the measuring section at the end of the measuring section pointing towards the braking plane. Thus, the introduction of force from the braking device is close to the brake lever, such that the force transmission from the braking device to the measuring section extends substantially parallel to the braking plane. This further concentrates the braking force on the measuring section.

[0048] In a preferred design in this regard, the support segment extends from the end of the measuring segment away from the braking plane in the direction of the braking plane. The measuring segment and the support segment then together form a U-shape in a side view. The measuring segment and the support segment can, of course, be oriented substantially parallel to each other in their extending directions. Preferably, a rounded portion is provided at the transition from the measuring segment to the support segment; this rounding can have a radius of 1 mm to 2.5 mm.

[0049] To avoid hindering the deformation of the measuring section relative to the supporting section, a gap is provided between the supporting section and the measuring section in the direction of braking force, particularly in the area where the supporting force is introduced from the braking device into the measuring section. This prevents the measuring section from requiring additional support from the supporting section due to deformation. A gap is also provided between the braking device housing and the measuring section.

[0050] To provide a robust support for the end of the measuring section that is away from the braking plane, it can be specified that the connecting bar between the two legs, i.e. the measuring section and the support section, is designed as a material collection section, which is approximately twice, preferably three times, the material thickness of the measuring section in the braking direction.

[0051] In another design, the brake may have at least two mutually separate support sections, and the braking device is supported relative to the support sections via measuring sections leading to the respective support sections. Thus, two sets of support sections and measuring sections are provided, wherein the two measuring sections are connected to the braking device, typically the brake device housing. By distributing the supporting force across the two support sections, the load on each individual support section and each individual measuring section is reduced. Preferably, the measuring sections are arranged opposite to each other relative to the direction of the braking force. This means that the two measuring sections protrude from the braking plane in opposite directions.

[0052] The two measurement segments can independently possess all the features mentioned above and below, including their respective combinations.

[0053] However, the measuring sections are preferably designed to be symmetrical with respect to the braking plane, at least in their predetermined bending directions. This prevents the individual measuring sections from generating torques on each other during support. The symmetrical design of the measuring sections ensures that the braking force introduced by the braking device on both measuring sections bends about mutually parallel axes.

[0054] It has been found that if only the bending of a single measuring segment is measured, and therefore only one sensor is needed, it is sufficient. However, it is possible to measure the bending on two measuring segments.

[0055] It is also preferably specified that the braking device is supported only by one or more measuring sections relative to one or more supporting sections. The bending of each measuring section due to braking force is measured. This allows for comprehensive measurement and evaluation and prevents the braking device from being supported on the first component via parallel, unmeasured force paths.

[0056] To protect the measuring section from parasitic forces acting on it from directions opposite to the braking force direction, it is preferable that the braking device is supported along the guide device in the braking force direction. Therefore, the guide device supports the braking device against all forces not directed in the braking force direction, such as gravity; forces in the braking force direction cause the braking device to move along the guide device. Thus, the support of the braking device in the braking force direction is provided by the measuring section. Therefore, the supporting effect of the measuring section relative to the supporting section is reduced to support along the braking force direction. This support can be accomplished, for example, by a guide device connected to the supporting section and on which the braking device is correspondingly supported. This can be formed, for example, by one or more guide pins, designed as, for example, round rods. For this purpose, the housing surrounding the braking device can have corresponding openings.

[0057] Preferably, the measuring section is decoupled from the supporting section or the braking device. This means that the measuring section only rests against the supporting section and / or the braking device. Therefore, force transmission can only occur in one direction (i.e., the braking force direction) and cannot be additionally transverse to that direction.

[0058] In such a design, the support via the measuring section is preferably designed to be used only for pressure. If the force in two opposing directions of the braking force direction (i.e., the back-and-forth movement of the brake lever) is to be measured, two measuring sections opposite to their support directions are provided. One measuring section can then be directly supported on the support section, while the other measuring section can be indirectly supported by a support surface rigidly supported relative to the support section on the guide device. Metal or plastic materials can be considered for forming the individual elements, particularly the measuring sections. Plastic is preferred because it is more deformable than metal materials, even under smaller forces.

[0059] Preferably, the corresponding measuring section is pre-tightened, so that pressure is always applied and the measuring section is held in its preset position.

[0060] It can be specified that the measuring section, support section, and brake device housing are constructed as a single piece, forming the measuring section together. This one-piece construction allows for a more continuous force flow from the brake device to the measuring section and support section. This does not preclude the support section from having additional components for supporting the brake. This one-piece measuring section can be manufactured using die casting or injection casting processes.

[0061] The braking device preferably acts on the brake lever via friction elements. This means that the braking device is configured such that one or more friction elements press against the brake lever with contact pressure to achieve braking, thereby reducing the movement between the braking device and the brake lever through friction. If the brake lever is held relative to the braking device, a frictional engagement connection exists between the braking device and the brake lever.

[0062] However, other braking mechanisms can also be used. In particular, it is conceivable to use an actuator as a braking device, which can also actively move the brake lever. In non-drive mode, such an actuator holds the brake lever in a defined position and thus brakes its relative motion with respect to the braking device, at least for example, through friction in the drive system.

[0063] To securely support the brake on the first component, the brake preferably has at least two spaced-apart fixing elements, by which the brake is secured to the first component. The fixing elements are disposed on one support section or distributed across at least two support sections. Such fixing elements can be, for example, nuts or bolts; the latter, in particular, protrude from the support section. If a threaded connection is used, it is typically secured with the bolt pointing in the direction of the braking force.

[0064] The relevant improvements specify that, independent of the possible measurement of braking force, two spaced-apart fixing elements are designed such that the distance between the two fixing elements is variable. This allows the same brake to be connected to different connecting assemblies of the first component. For example, if different first components exist that require different distances between the fixing elements to connect the brake, the same brake can meet this requirement. By creating the interface between the fixing elements and the brake through variable adjustment of the distance between the fixing elements, significantly more common components can be used, thus enabling cost-effective manufacturing of the brake as a whole for small batches of first components.

[0065] To create a variable distance design, a recess pointing in a variable direction is provided in at least one support segment. The variable direction is the direction in which the distance should be variable. A complementary insert is inserted into the recess and has a fixing element or engages with a fixing element and is held in a predetermined position. To change the distance, the insert is replaced or positioned differently on the support segment, such that the fixing element is arranged at different positions in the variable direction. By providing a recess in the variable direction, the fixing element can be freely positioned along the recess by means of the insert.

[0066] The insert may, for example, have a retaining portion to hold a retaining element (e.g., a screw or nut) in a predetermined position.

[0067] In this case, it can be specifically stipulated that at least the measuring section is made of a metallic material, such as steel or aluminum alloy, which may also be completely or partially covered with a plastic layer, such as injection molding. Metallic materials have a wide range of linear deformation, are sufficiently stable and durable, making them effective for elastic deformation during bending.

[0068] The present invention also relates to the aforementioned brake and a device for inserting a brake lever into the brake. The brake lever can be braked by a braking device. Furthermore, the brake lever is designed for connection to a second component.

[0069] Regarding the device, it can be specified that the brake lever has an end stop, such as a hammer, on the end side opposite to the support section, through which the brake lever is supported at the end position relative to the brake in a form-fitting manner.

[0070] In one design, an opening can be provided on the brake side, aligned with the end stop and extending from the support section to the opposite side, into which a pin-shaped support bolt is inserted. If the end stop abuts against the pin, the force is not guided through the measuring section to the support section, but directly through the pin-shaped support bolt. This effectively reduces the load on the measuring section when the end stop is engaged.

[0071] In another design, the end of the guide device facing the hammer serves as a stop for the hammer; in this case, the guide device is preferably designed as a guide bolt. The guide device is preferably form-fitted to the support section relative to the force introduced from the hammer; for example, in the form of a radial shoulder.

[0072] The above-described device of brake and brake lever, as well as a system of a first component and a second component to be braked relative to the first component, are described below, wherein the brake is connected to the first component and the brake lever is connected to the second component.

[0073] In this configuration, it is preferable that the brake is mounted on the first component in such a manner that, in the system's operating position, the measuring section of the brake is substantially oriented in the direction of gravity, thus placing the braking plane in the horizontal plane. The weight of the brake itself does not cause torsional bending of the measuring section, thereby preventing additional measurement errors; these loads are correspondingly applied to the measuring section along the axis through braking force. This improves measurement quality. Attached Figure Description

[0074] The invention will be explained in more detail with reference to the accompanying drawings and two embodiments. The drawings show:

[0075] Figure 1 A top view sketch of the brake according to the present invention.

[0076] Figure 2 A three-dimensional detailed view of the device according to the invention according to the first embodiment, including the brake and brake lever according to the invention.

[0077] Figure 3 : Figure 2 The details, including the fixing elements and inserts, are shown in an exploded view.

[0078] Figure 4 Corresponding to Figure 2 A sectional side view of the device, in which the fixing element is hidden.

[0079] Figure 5 : A three-dimensional view of the measurement section

[0080] Figure 6 According to the improved design of the above-mentioned brake based on the present invention,

[0081] Figure 7 A three-dimensional detailed view of the device according to the invention based on the second embodiment.

[0082] Figure 8 Corresponding to Figure 7 Side view,

[0083] Figure 9 :according to Figure 7 Bottom view of the device and

[0084] Figure 10 : Figure 8 The view in the image is a partially cut-out view. Detailed Implementation

[0085] Figure 1 The diagram shows a system consisting of a brake 1 (shown schematically only) and a brake lever 4 complementary to the brake 1, the brake being secured by fixing elements 2a, 2b (in... Figure 1The top view shown shows only one fixed element 2a) connected to the schematically shown first component 3, which is the door of the motor vehicle. This brake lever is guided through the brake 1 and connected via connector component 5 to the schematically shown second component 6, which is the pillar of the motor vehicle. The first component 3 and the second component 6 are connected to each other via the schematically shown connector 7 and can pivot about it. The task of the brake 1 is to brake the relative movement between the first component 3 and the second component 6 and / or to hold the two components 3, 6 in a defined relative position. For this purpose, the brake 1 acts on the brake lever 4. By braking the brake 1 relative to the brake lever 4, a braking force 8 acts on the brake 1, and the same applies to the brake lever 4. The direction of the braking force 8 is parallel to the plane of the paper.

[0086] The following will refer to Figures 2 to 5 Brake 1 will be explained in more detail. Braking device 15 is shown only partially in the figure; for clarity, further details about the brake actuator have been omitted.

[0087] Brake 1 includes a braking device 15, not shown in detail herein, which has two friction bodies 14a, 14b (see...). Figure 4 The friction element is included in the brake housing 9 and supported on the brake housing along the braking force direction 8, as shown in the sectional side view of the brake housing 9. The two support sections 10 and 11 and the two measuring sections 12 and 13 are identical in construction, therefore, in the following description, the corresponding sections are referred to only in the singular; however, these descriptions similarly apply to the two corresponding sections.

[0088] The brake lever 4 is inserted into the brake 1, allowing the braking device 15 or friction elements 14a, 14b arranged in the brake device housing 9 to act upon it. If the braking device 15 acts on the brake lever 4 in such a way that at least one friction element 14a presses against the brake lever 4 with a clamping force pointing in a direction orthogonal to the longitudinal extension direction of the brake lever 4, this results in a braking force 8, which is opposite to the relative motion of the brake lever 4 relative to the brake 1 and obeys the law of friction. To support the brake 1, this braking force 8 must be transmitted from the braking device 15 through its brake device housing 9 to the first component 3 ( Figures 2 to 5 (Not shown in the image). Force is transmitted to the first component 3 via support sections 10 and 11, which in turn have fixing elements 2a and 2b, which are bolts, engaging with the first component 3. Measuring sections 12 and 13 connect the two support sections 10 and 11 and the braking device 15. Measuring sections 12 and 13 extend perpendicularly to the braking force 8, which in turn extends perpendicularly to the brake lever 4 or its preset direction of movement.

[0089] If the braking force 8 is applied to the measuring sections 12 and 13 from the braking device 15 or the braking device housing 9, the measuring sections 12 and 13 will elastically deform or bend along the direction of the braking force 8. This bending is measured by a sensor 16 (here, a strain gauge). Notably, in this embodiment, only one of the two measuring sections 13 has a strain gauge as the sensor 16.

[0090] In order to concentrate the braking force on the measuring sections 12 and 13 and the resulting bending, such as Figure 5 As shown, the measuring sections 12 and 13 are designed to be waisted, thus forming a skeletal shape compared to the adjacent materials (i.e., the braking device 15 or the braking device housing 9 and the support sections 10 and 11). Furthermore, the measuring sections 12 and 13 are plate-like in terms of material thickness, approximately 3 mm in this case.

[0091] The braking device 15 is connected to the ends of the measuring sections 12 and 13 that point toward the braking plane formed by the brake lever 4; the ends of the measuring sections 12 and 13 that are away from the braking plane and therefore away from the brake lever 4 are connected to the support sections 10 and 11. In this embodiment, the sensor 16 is arranged in the region of the measuring section 13 located at the end of the measuring section 13 that points toward the braking plane and therefore toward the brake lever 4.

[0092] Support sections 10 and 11 are guided back to the braking plane (and thus back to the brake lever 4) from the ends of measuring sections 12 and 13 that are away from the braking plane (and therefore away from the brake lever 4); thus, measuring sections 12 and 13 and support sections 10 and 11 together form a U-shape. Between the two side legs, on one side are measuring sections 12 and 13, and on the other side are support sections 10 and 11, with gaps 17 and 18, allowing measuring sections 12 and 13 to bend freely relative to support sections 10 and 11.

[0093] In the current case, the support sections 10 and 11, the measuring sections 12 and 13, and the brake device housing 9 are formed from a die-cast aluminum housing as the measuring section.

[0094] This brake 1 has two support sections 10, 11 and two associated measuring sections 12, 13. No further support is provided relative to the first component 3, so that the entire braking force 8 is guided through the measuring sections 12, 13 and can therefore be evaluated.

[0095] The brake 1 is connected to the first component 3 via two fixed sections 2a and 2b.

[0096] It is entirely possible that the distance between the complementary fixing element and the side of the first component 3 will vary between different first components. To reduce the variety of variations, the support sections 10 and 11 have fixing elements 2a and 2b with variable distances. (See also: Special Reference) Figure 3The corresponding functions will be explained in more detail.

[0097] Support sections 10 and 11 have corresponding recesses 19 and 20. Inserts 21 and 22 can be inserted into these recesses 19 and 20, which in turn support fixing elements 2a and 2b. Recesses 19 and 20 are designed here as elongated recesses along the vertical axis (i.e., the direction of gravity). If the distance between the two fixing elements 2a and 2b needs to be changed, it is only necessary to provide different types of inserts 21 and 22 in this way, for example, inserts in which fixing elements 2a and 2b are arranged more towards the braking plane.

[0098] In this embodiment, the fixing elements 2a and 2b are themselves four-sided screws, and the corresponding screw heads engage with the support sections 10 and 11 in the recesses 19 and 20.

[0099] Figure 6 An improved design of a brake 1 with a brake lever 4 according to the present invention is shown. For the same components, the same reference numerals as above are used in the following explanations.

[0100] In this embodiment, the brake lever 4 has an end stop 23, which is designed as a hammerhead. If the brake 1 moves along the direction of the end stop 23 ( Figure 6 If the brake moves to the right, the brake 1 will stop on the end stop 23.

[0101] To protect the measuring sections 12 and 13 respectively, the brake 1 has openings 24 and 25 aligned with the end stop 23, into which pin-shaped support bolts 26 and 27 are inserted respectively. Support between the brake 1 and the end stop 23 occurs on the end faces of the support bolts 26 and 27. They are supported at their other distal ends on the support sections 10 and 11, such that, for safety reasons, the force transmission via the measuring sections 12 and 13 is bridged in this configuration. During normal operation, the bolts 26 and 27 do not function.

[0102] In other respects, the design of brake 1 is as described above.

[0103] Figures 7 to 10 A second embodiment of the present invention is shown.

[0104] Figure 7 and Figure 8 The brake 31 is shown in a three-dimensional view. The brake 31 is connected to a first component (not shown), which is the door of the motor vehicle, via fixing elements 32a and 32b. The complementary brake lever 34 is guided through the brake 31 and connected to a second component (not shown here), namely the pillar of the motor vehicle, via a connector component 33.

[0105] Brake 31 is basically as described in reference to its braking device 35. Figures 2 to 5 It is constructed as described. It has a braking device 35, as... Figure 10 As shown, the braking device 35 has two friction bodies 36a and 36b, which can be moved toward each other by a motor housed in the braking device housing 37, so that they act on the brake lever 34, giving the brake lever 34 a braking force pointing in its extension direction and thus in the braking force direction 40.

[0106] The braking device 35 is guided relative to the support section 38 along four guide pins 39a, 39b, and 39c in the braking force direction 40. Fixing elements 32a and 32b for connecting the brake 31 to the first component are connected to the support section. Therefore, the braking device 35 is supported to resist forces acting on the braking device 37 that are orthogonal to the braking force direction 40. The four guide pins 39a, 39b, and 39c are currently configured as round rods.

[0107] To support the braking device 35 along the braking force direction 40, the braking device housing 37 has two measuring sections 41a, 41b, 41c, and 41d (see...). Figure 9 and Figure 10 These measuring sections 41a, 41b, 41c, and 41d extend substantially orthogonally to the braking force direction 40. At their distal ends 42a and 42b (for clarity, only...), Figure 9 (marked at measuring section 41 in the diagram), the force exerted by the braking device 35 along the braking force direction 40 is introduced to support the brake lever 34 relative to the support section 38. In the central region 43 of measuring sections 41a, 41b, 41c, and 41d (for clarity, only referring to...), Figure 9 (As shown in the measuring section 41), the force is transferred from the corresponding measuring sections 41a, 41b, 41c, 41d to the support section 38. Due to the offset between the force inputs 42a, 42b and the output 43, which points in a direction orthogonal to the braking force direction 40, the measuring sections 41a, 41b, 41c, 41d bend under appropriate load.

[0108] Measuring sections 41a, 41b, 41c, and 41d rest only against the support section 38 with their force extraction areas 43, and are therefore decoupled from the support section 38. This decoupling means that measuring sections 41a, 41b, 41c, and 41d only measure the braking force acting in the braking force direction 40, not additional torques, etc., which are transmitted to the support section 38 via guide pins 39a, 39b, and 39c. Depending on the direction of the braking force, measuring sections 41a and 41c are loaded onto the support section 38 on which fixing elements 32a and 32b are provided (these fixing elements are located on...). Figure 9(The measuring sections 41a, 41c are either hidden or loaded onto an extension 44 representing the support section 38 on the side opposite to the support section 38 (to which guide bolts 39a, 39b, 39c are connected). In this way, the braking force can be measured in two directions by measuring sections 41a, 41b, 41c, 41d.

[0109] Due to the bending of the measuring sections 41a, 41b, 41c, and 41d under load, the entire measuring device housing 37 experiences offset relative to the supporting section 38 in the braking force direction 40.

[0110] To make this offset measurable, the extension 44 of the representative measuring section 38 has a representative section 45 acting on the brake housing 37. If the brake housing 37 moves along the guide pins 39a, 39b, 39c in the braking force direction 40, it changes its distance from the representative section 45. This change is measured on the brake side by a sensor 46, which is not shown in detail here.

[0111] Therefore, on the one hand, relative to the measuring sections 41a, 41b, 41c, 41d provided by plastic, the significantly greater rigidity of the extension 44 representing the support section 38 and the rest of the brake device housing 37 provided by metal material is unexpectedly utilized so that the bending generated on the side of the measuring sections 41a, 41b, 41c, 41d is detected at intervals from these measuring sections and, despite this, a pure measuring signal is still obtained.

[0112] The invention has been described with reference to embodiments. Many further configurations will occur to those skilled in the art to realize the spirit of the invention without departing from the applicable scope of protection described herein, and without needing to explain them in more detail in the context of these descriptions.

[0113] List of reference numerals

[0114] 1, 31 brake 2a, 2b, 32a, 32b Fixed components 3 First component 4, 34 Brake lever 5, 33 Connector components 6 Second component 7 connector 8, 40 Braking force (direction) 9, 37 Brake housing 10, 11, 38 Support section 12, 13, 41a, 41b, 41c, 41d Measurement Section 14a, 14b, 36a, 36b Friction body 15, 35 Braking device 16, 46 sensor 17, 18 gap 19, 20 concavity 21, 22 Insert 23 End stop 24, 25 Opening 26, 27 Support bolt 39a, 39b, 39c Guide plug 42a, 42b Force introduced into the measuring section 43 Force is drawn out to the measuring section 44 extension of the supporting section 45 Representative Section

Claims

1. A brake (1, 31) for braking the relative movement between two components (3, 6), wherein, The first component (3) is a flap, such as the door of a motor vehicle; the second component (6) is a chassis component, such as the pillar of a motor vehicle, to which the flap is hinged; the brakes (1, 31) have: - Support sections (10, 11, 38) for supporting the brakes (1, 31) on the first component (3), and - Braking device (15, 35) for braking the brake lever (4, 34) connected to the second component (6) by a braking force (8) pointing in the direction of the brake lever (4, 34). Its features are, The braking device (15, 35) is supported on the support section (10, 11, 38) at least along the braking force direction (8) with the measuring section (12, 13, 41a, 41b, 41c, 41d) connected in the middle, and the measuring section (12, 13, 41a, 41b, 41c, 41d) points in a direction orthogonal to the braking force direction (8, 40), such that the measuring section (12, 13, 41a, 41b, 41c, 41d) undergoes bending along the braking force direction (8, 40) through the braking device (15, 35) relative to the support section (10, 11, 38) caused by braking, and wherein a sensor (16) is provided for measuring the bending of the measuring section (12, 13, 41a, 41b, 41c, 41d) along the braking force direction (8, 40).

2. The brake according to claim 1, characterized in that, The measuring sections (12, 13) are designed to be waisted in the width direction relative to the material adjacent to the measuring sections (12, 13).

3. The brake according to any one of claims 1 or 2, characterized in that, The measuring sections (41a, 41b, 41c, 41d) are integrated into the brake device housing (37), wherein the measuring sections (41a, 41b, 41c, 41d) are designed as housing sections orthogonally oriented to the braking force direction (40), wherein the braking force is introduced into the measuring sections (41a, 41b, 41c, 41d) in a first region (42a, 42b) and into the support section (38) in a second region (43) spaced apart from the first region (42a, 42b) in a direction orthogonal to the braking force direction (40).

4. The brake according to any one of claims 1 to 3, characterized in that, Due to the bending of the measuring sections (41a, 41b, 41c, 41d), the braking device (35) is offset relative to the support section (38) in the braking force direction (40), and this offset is measured by the sensor.

5. The brake according to any one of claims 1 to 4, characterized in that, The braking device (35) is supported along a guide device preferably including a plurality of guide pins (39a, 39b, 39c) in the braking force direction (40).

6. The brake according to claim 5, characterized in that, The measuring sections (41a, 41b, 41c, 41d) are decoupled from the support section (38) or the braking device (35), and the force transmission to the support section (38) and / or from the braking device (35) to the measuring sections (41a, 41b, 41c, 41d) is carried out only by pressure.

7. The brake according to any one of claims 5 or 6, characterized in that, The braking device (35) is supported relative to the support section (38) in the braking force direction (40) via at least two measuring sections (41a, 41b, 41c, 41d), wherein the first measuring section (41a, 41c) supports the braking device (35) relative to the support section (38) in a first direction of the braking force direction (40), and the other measuring section (41b, 41d) supports it in a direction opposite to the first direction.

8. The brake according to any one of claims 1 to 7, characterized in that, The brake (1) has at least two separate support sections (10, 11), and the braking device (15) is supported relative to the support sections (10, 11) by measuring sections (12, 13) leading to the respective support sections (10, 11), and the measuring sections (12, 13) are arranged opposite to the braking force direction (8) such that the brake lever (4) is guided through the measuring sections (12, 13).

9. The brake (1, 31) and the device for a brake lever (4, 34) guided in the brake (1, 31) according to any one of claims 1 to 8, wherein the brake lever (4, 34) is designed to be connected to the second component (6).

10. The apparatus according to claim 9, characterized in that, The brake lever (4) has an end stop (23), such as a hammer, on the end side opposite to the support section (10, 11). The brake lever (4) is supported relative to the brake (1) by the end stop in a shape fit. An opening (24, 25) aligned with the end stop (23) is provided on the brake (1) from the support section (10, 11) to the opposite side. A pin-shaped support bolt (26, 27) is inserted into the opening, so that the end stop (23) can be supported on the support section (10, 11) without the intermediate connecting measuring section (12, 13).

11. The system of brake (1, 31) and brake lever (4, 34) according to any one of claims 9 or 10, comprising a first component (3) and a second component (6) to be braked relative to the first component (3), wherein, The brake (1, 31) is connected to the first component (3), and the brake lever (4, 43) is connected to the second component (6).

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