Spindle assembly for a locking element, in particular a tailgate, of a motor vehicle

Abstract

Spindle arrangement for a locking element (2), in particular a tailgate, of a motor vehicle (3), wherein the spindle arrangement comprises a spindle-spindle nut drive (5) with a spindle (7) having an axially extending geometric spindle axis (6) and a spindle nut (8) meshing therewith for performing, in particular, linear adjustment movements along the geometric spindle axis (6) between a spindle-side connection (9) and a spindle nut-side connection (10), wherein the spindle (7) is axially fixedly coupled to the spindle-side connection (9) and the spindle nut (8) is axially fixedly connected to the spindle guide tube, which is axially fixedly coupled to the spindle nut-side connection (10), wherein the spindle arrangement comprises a tubular outer housing (11) radially enclosing the spindle-spindle nut drive (5) with a first housing tube (12), in particular an outer housing tube,and optionally comprising a second housing tube (13), in particular an inner housing tube, which is telescopically extendable from the first housing tube (12), characterized in that, during a rotational movement of the spindle (7) relative to the outer housing (11) or a housing-bound component (14) in at least one spindle rotation direction, the exceedance of the angular acceleration of the spindle (7) relative to the outer housing (11) or housing-bound component (14) beyond a predetermined threshold value activates a switchable braking device (15) which causes the rotational movement of the spindle (7) to be decelerated.

Description

[0001] The present invention relates to a spindle arrangement for a locking element, in particular a tailgate, of a motor vehicle according to the preamble of claim 1 and to a drive arrangement for a locking element, in particular a tailgate, of a motor vehicle according to claim 17.

[0002] The drive system in question is used for the motorized adjustment of any locking elements of a motor vehicle. Such locking elements can include, for example, tailgates, trunk lids, hoods, cargo floors, and also doors of a motor vehicle.

[0003] The known prior art (DE 10 2021 129 820 A1), from which the invention is based, relates to a spindle arrangement for a tailgate of a motor vehicle, comprising a spindle-spindle nut drive with a spindle having an axially extending geometric spindle axis and a spindle nut meshing therewith for performing, in particular, linear adjustment movements along the geometric spindle axis between a spindle-side connection and a spindle-nut-side connection. The spindle is axially fixedly coupled to the spindle-side connection, and the spindle nut is axially fixedly connected to the spindle guide tube, which is axially fixedly coupled to the spindle-nut-side connection. The spindle arrangement also comprises a tubular outer housing radially enclosing the spindle-spindle nut drive, with a housing tube, which in this case is an outer housing tube. The spindle guide tube is telescopically extendable with the housing tube of the outer housing.

[0004] The motorless spindle assembly is located on one side of the tailgate and forms the passive side of an active / passive system. The active side, i.e., the driven side, is formed by a motorized spindle drive, i.e., one with an electric drive motor, on the other side of the tailgate. The motorless spindle assembly can compensate for the weight of the tailgate, which can be considerable, especially when, as in the present prior art, the spindle-side connection and the spindle nut-side connection are spring-loaded in the extended position of the spindle assembly. This is generally intended to ensure that the tailgate is always near its equilibrium state or is forced in the opening direction, thus optimally supporting the spindle drive on the other side of the tailgate.One challenge with such an active / passive system is that the tailgate can fall uncontrollably when the active side is disconnected.

[0005] The invention is based on the problem of designing and further developing the known spindle arrangement in such a way as to prevent the tailgate from falling uncontrollably.

[0006] The above problem is solved by the features of the characterizing part of claim 1.

[0007] The essential principle is that, if necessary, as soon as the active side is disconnected—for example, due to a breakage of the ball stud used to secure the active side to the vehicle, or an unintentional disconnection of the connection between the ball stud and the spindle drive-side connection—and all or the majority of the locking element's weight rests on the passive side, a braking device is immediately activated to slow the fall and lower the locking element slowly in a controlled manner, or preferably even hold it in position. The braking device switches to a corresponding braking state when a certain acceleration of the spindle in the spindle's direction of rotation (angular acceleration) relative to the outer housing or a housing-mounted component is reached, resulting from the locking element's weight.The locking element may sag a little bit, but is then immediately caught.

[0008] Specifically, it is proposed that, in the event of a rotational movement of the spindle relative to the outer housing or a housing-bound component in at least one spindle rotation direction, if the angular acceleration of the spindle relative to the outer housing or housing-bound component exceeds a predetermined threshold, a switchable braking device is activated, which causes the rotational movement of the spindle to be slowed down.

[0009] The decisive factor for activating the braking device is therefore the acceleration of the spindle in its direction of rotation (angular acceleration), not its axial acceleration. The spindle's speed in its direction of rotation and in the axial direction is also irrelevant. If the spindle is accelerated slowly enough, it can rotate at a high speed, thus achieving a high adjustment speed of the locking element, while the braking device remains deactivated. Only if the spindle accelerates too rapidly in its direction of rotation will the braking device be activated and the locking element engaged.

[0010] According to the particularly preferred embodiment of claim 2, the inertia of a body, hereinafter referred to as an inertial body, which is coupled to the spindle in a torque-transmitting manner and mounted at least rotatably relative to the spindle, is used to activate the braking device. This utilizes the effect that the spindle, once driven, accelerates faster than the inertial body, which accelerates less due to its inertia. When the aforementioned threshold for the angular velocity of the spindle is exceeded, a specific angular offset between the inertial body and the spindle is reached, i.e., the inertial body is shifted relative to the spindle to such an extent that a mechanism activates the braking device.

[0011] Claims 3 and 4 define particularly preferred methods for mounting the inertial body relative to the spindle. Due to inertia, the inertial body is at least rotatable relative to the spindle, i.e., adjustable about the geometric spindle axis, and can additionally also be axially adjustable, i.e., along the geometric spindle axis, thereby activating the braking device.

[0012] Claims 5 and 6 specify how the braking device preferably brakes the rotational movement of the spindle when activated. The braking device can thus have a braking contour and an interacting braking counter-contour, which come into contact with each other when the braking device is activated in such a way that the desired braking effect is achieved. The braking contour experiences a torque from the spindle, whereas the braking counter-contour is associated with the outer housing and slows down and / or stops the movement of the braking contour upon contact. This can be achieved by a frictional engagement, but is particularly preferably achieved by a locking engagement. The respective braking contour and / or the respective braking counter-contour is preferably formed by a friction lining or a tooth profile, in particular a locking tooth profile.

[0013] Claims 7 to 10 relate to a first particularly preferred kinematics of the braking device of a spindle assembly. Preferably, the inertial body is adjusted rotationally around the geometric spindle axis relative to the spindle when the spindle is set into rotation and / or accelerated. This adjustment can then be used in a simple manner to generate a radial braking effect, i.e., a radial braking or blocking engagement between the braking contour and the braking counter-contour.

[0014] Claims 11 to 14 relate to a second particularly preferred kinematic configuration of the braking device of a spindle assembly. Preferably, the inertial body is adjusted relative to the spindle, when the spindle is set into rotation and / or accelerated, both rotationally about the geometric spindle axis and linearly along the geometric spindle axis, in particular helically. This adjustment can then be used in a simple manner to generate an axial braking effect, i.e., an axial braking or blocking engagement between the braking contour and the braking counter-contour.

[0015] According to the particularly preferred embodiment of claim 15, the brake counter contour is formed on a brake housing of the brake device or on the outer housing of the spindle assembly. These components are generally already provided, so the brake counter contour can be provided in a particularly simple manner.

[0016] Claim 16 relates to a return mechanism for the inertial element. This has the advantage that the inertial element is returned to its initial position after its inertial adjustment, thereby deactivating the braking device. The return mechanism also allows the inertial element to be adjusted in a controlled manner, i.e., only reaching its braking position when desired or necessary, particularly if the locking element suddenly and unintentionally drops.

[0017] According to a further teaching as claimed in claim 17, which has independent significance, a drive arrangement for a locking element, in particular a tailgate, of a motor vehicle is claimed, comprising a proposed spindle arrangement and a motor drive for adjusting the locking element, in particular a spindle drive. The spindle arrangement then represents in particular the passive side and the motor drive in particular the active side of the drive arrangement.

[0018] Reference may be made to all explanations regarding the proposed spindle arrangement.

[0019] The invention will now be explained in more detail with reference to a drawing that merely illustrates exemplary embodiments. The drawing shows Fig. 1 the rear area of ​​a motor vehicle with a proposed drive arrangement which is equipped with a proposed spindle arrangement, Fig. 2 the spindle arrangement according to Fig. 1 in a) a retracted position and b) an extended position , Fig. 3 a first embodiment of a braking device of the spindle arrangement made of Fig. 1 in a) a longitudinal section view, b) a cross-sectional view with the braking system deactivated, and c) a cross-sectional view with the braking system activated. Fig. 4 the braking system Fig. 3 in an exploded view, Fig. 5 a second embodiment of a braking device of the spindle arrangement made of Fig. 1 in a) a longitudinal section view with the braking device deactivated, b) a cross-sectional view with the braking device deactivated, c) a longitudinal section view with the braking device activated, and d) a cross-sectional view with the braking device activated and Fig. 6 the braking system Fig. 5 in an exploded view.

[0020] The proposed drive arrangement 1 serves for the motorized adjustment of a locking element 2 of a motor vehicle 3. The locking element 2 is adjustable in an opening direction and / or in a closing direction of the locking element 2 by means of the drive arrangement 1.

[0021] The locking element 2 is, in this case, preferably a tailgate of the motor vehicle 3. The proposed drive arrangement 1 can be used particularly advantageously in the application case of a "tailgate", since tailgates have a comparatively high weight.

[0022] In principle, the proposed drive arrangement 1 can also be applied to other types of locking elements 2 of a motor vehicle 3. These include trunk lids, hoods, and the like, as well as doors. All designs apply accordingly to other locking elements 2.

[0023] How Fig. As shown in Figure 1, the proposed drive arrangement 1 preferably comprises a motorized drive, here in the form of a spindle drive 4, and a non-motorized spindle arrangement. The motorized drive forms the active side of an active / passive system, and the spindle arrangement forms the passive side. The spindle arrangement does not have its own drive but provides a spring function. The spindle arrangement is intended to absorb part of the weight of the locking element 2 and thereby hold the locking element 2 near its equilibrium state when open, or to push it in the opening direction.

[0024] The spindle assembly comprises a spindle-spindle nut drive 5 with a spindle 7 having an axially extending geometric spindle axis 6 and a spindle nut 8 meshing therewith for performing, in particular, linear adjustment movements along the geometric spindle axis 6 between a spindle-side connection 9 and a spindle nut-side connection 10. The spindle 7 is axially fixedly coupled to the spindle-side connection 9, and the spindle nut 8 is axially fixedly connected to the spindle guide tube, which is axially fixedly coupled to the spindle nut-side connection 10.

[0025] The term "axial" here always refers to the geometric spindle axis 6, that is, axial denotes the direction along the geometric spindle axis 6.

[0026] The motor drive, which is designed here as a spindle drive 4, has here and preferably the same previously specified structure, with the difference that the spindle drive 4 has a drive motor, whereas the spindle arrangement does not have a drive motor.

[0027] Both the spindle arrangement and the motor drive can be configured as in Fig. 2 shown additionally spring-loaded along the geometric spindle axis 6, in particular in the extended position according to Fig. 2b).

[0028] The spindle arrangement also has a tubular outer housing 11 radially enclosing the spindle-spindle nut drive 5, with a first housing tube 12, in particular housing outer tube, and optionally a second housing tube 13, in particular housing inner tube, which is telescopic with the first housing tube 12.

[0029] The term "radial" here always refers to the geometric spindle axis 6, that is, radial denotes the direction orthogonal to the geometric spindle axis 6.

[0030] The embodiment shown in the figures, which is preferred in this respect, relates to a spindle arrangement for a locking element 2, in particular a tailgate, of a motor vehicle 3, wherein the spindle arrangement comprises a spindle-spindle nut drive 5 with a spindle 7 having an axially extending geometric spindle axis 6 and a spindle nut 8 meshing therewith for performing, in particular, linear adjustment movements along the geometric spindle axis 6 between a spindle-side connection 9 and a spindle nut-side connection 10, wherein the spindle 7 is axially fixedly coupled to the spindle-side connection 9 and the spindle nut 8 is axially fixedly connected to the spindle guide tube, which is axially fixedly coupled to the spindle nut-side connection 10, wherein the spindle arrangement comprises a tubular outer housing 11 radially enclosing the spindle-spindle nut drive 5 with a first housing tube 12, in particular an outer housing tube,and optionally comprising a second housing tube 13, in particular an inner housing tube, which is telescopically extendable with the first housing tube 12.

[0031] It is essential that, during a rotational movement of the spindle 7 relative to the outer housing 11, in particular one of the housing tubes 12, 13, here the first housing tube 12, or a housing-bound component 14, in at least one spindle rotation direction, exceeding a predetermined threshold value for the angular acceleration of the spindle 7 relative to the outer housing 11 or housing-bound component 14 activates a switchable, in particular mechanical, braking device 15, which causes the rotational movement of the spindle 7 to be decelerated. This is particularly intended for a rotational direction of the spindle 7 that corresponds to a closing movement of the locking element 2. The braking device 15 is thus activated when the flap falls. However, activation of the braking device 15 can also be provided for both rotational directions of the spindle 7. The spindle rotational direction here always describes the direction of the rotational movement of the spindle 7 relative to the outer housing 11.

[0032] "Housing-bound" here means that the component 14 in question, as will be explained further by an example, is connected to the outer housing 11, in particular to the respective housing tube 12, 13, either in a rotationally fixed manner or, in the case of overload, in a rotationally movable manner. In particular, the housing-bound component 14 is also axially fixed to the outer housing 11, in particular to the respective housing tube 12, 13.

[0033] In the context of a "switchable brake," "switchable" means that the brake can be selectively activated (switched on) or deactivated (switched off), instead of being constantly active. This allows for precise control of the braking function as needed.

[0034] The braking device 15 is coupled to the spindle 7 in such a way that it brakes the rotational movement of the spindle 7 when the braking device 15 is activated. If, on the other hand, the braking device 15 is deactivated, the spindle 7 is not braked by the braking device 15, or at least less strongly.

[0035] The activation of the braking device 15 is determined by the angular acceleration of the spindle 7 in the spindle direction of rotation, i.e., the acceleration of the rotary motion relative to the outer housing 11 or housing-bound component 14. It should also be noted that the activation is not triggered by centrifugal forces, so that high rotational speeds of the spindle 7 and thus high adjustment speeds of the locking element 2 are possible even with the braking device 15 deactivated.

[0036] Furthermore, it is preferably provided here that the braking device 15 has a torque-transmitting coupling connected to the spindle 7 and rotatable about the geometric spindle axis 6 relative to the spindle 7, according to Fig. 3 and Fig. 4 axially fixed, according to Fig. 5 and Fig. 6 axially movable inertial bodies 16.

[0037] "Torque-transmitting coupling" here does not mean that the two components (spindle 7 and inertial body 16) are rigidly connected. Rather, it is a coupling that transmits torques at different levels depending on the angular acceleration of spindle 7. It is also conceivable that at a comparatively low angular acceleration, no relative rotation occurs between spindle 7 and inertial body 16, meaning the torque from spindle 7 to inertial body 16 is transmitted at its full level.

[0038] When the angular acceleration of the spindle 7 exceeds the predetermined threshold, the inertial body 16 rotates relative to the spindle 7 in an inertial body direction around the geometric spindle axis 6 due to inertia, i.e., due to its own mass inertia (both Fig. 3, Fig. 4 as well Fig. 5, Fig. 6) and, if necessary, in an inertial body axial direction parallel to the geometric spindle axis 6 ( Fig. 5, Fig. 6) is moved from a starting position to a braking position, thereby activating the switchable braking device 15 and causing the rotational movement of the spindle 7 to be decelerated. Preferably, when the spindle 7 is set into rotation, the inertial body 16 is moved less or not at all from the starting position towards the braking position when the angular acceleration of the spindle 7 is below the predetermined threshold in the direction of rotation of the inertial body and, if applicable, in the axial direction of the inertial body, thus keeping the switchable braking device 15 deactivated.

[0039] The "inertial rotation direction" describes the direction in which the inertial body 16 rotates relative to the spindle 7. This results from the rotational movement of the inertial body 16 about the geometric spindle axis 6. The "inertial axial direction," on the other hand, indicates the direction of movement of the inertial body 16 along the geometric spindle axis 6, i.e., parallel to the axis of the spindle 7.

[0040] The terms "starting position" and "braking position" refer to the specific angular positions of the inertial body 16 relative to the spindle 7. During the starting position, the switchable braking device 15 remains inactive (deactivated), while in the braking position the braking device 15 is activated to brake the rotational movement of the spindle 7.

[0041] The inertial body 16 therefore accelerates when the spindle 7 accelerates, i.e., its angular velocity increases. Due to inertia, it does not necessarily accelerate at the same rate as the spindle 7, but usually more slowly. This results in a displacement of the inertial body 16 relative to the spindle 7 around and, if applicable, along the geometric axis 6 of the spindle. If the angular acceleration of the spindle 7 exceeds the aforementioned threshold value, the inertial body 16 is displaced to such an extent that it enters its braking position. In the braking position, the inertial body 16 activates the braking device 15. This can occur in different ways, which will be explained below using two exemplary embodiments.

[0042] Here, and preferably, the braking device 15 has a brake shaft 17 that is coaxial with the spindle 7 and is coupled to the spindle 7 in a rotationally fixed and, in particular, axially fixed manner. When the braking device 15 is activated, the brake shaft 17 introduces a braking torque into the spindle 7. The inertial element 16 is axially mounted on the brake shaft 17 and is rotatable about the geometric spindle axis 6 relative to the brake shaft 17. The brake shaft 17 thus rotates about an associated geometric brake shaft axis 18, which is coaxial with the geometric spindle axis 6.

[0043] The term "coupled" is to be understood broadly in this context. It refers not only to the direct drive-related coupling with the spindle 7, but also to an indirect coupling via one or more other torque-transmitting components. The brake shaft 17 can also be formed as a single unit with the spindle 7.

[0044] In the exemplary embodiment in Fig. 3 and Fig. 4 is provided here, and preferably, that the inertial element 16 is mounted on the brake shaft 17 so as to be rotatable only. The inertial element 16 is, here and preferably, moved into the braking position on the brake shaft 17, due to inertia, exclusively in the direction of rotation of the inertial element about the geometric axis 6 of the spindle when the angular acceleration of the spindle 7 exceeds the predetermined threshold value.

[0045] In the exemplary embodiment in Fig. 5 and Fig. In contrast, here and preferably, the inertial element 16 is mounted on the brake shaft 17, in particular via a screw engagement, so as to be rotatable and axially movable. In this case, when the angular acceleration of the spindle 7 exceeds the predetermined threshold value, the inertial element 16 is moved into the braking position relative to the brake shaft 17 due to inertia in the direction of rotation of the inertial element about the geometric spindle axis 6 and in the axial direction of the inertial element parallel to the geometric spindle axis 6.

[0046] This means that the adjustment of the inertial body 16 relative to the spindle 7 is either exclusively in the direction of rotation of the inertial body around the geometric spindle axis 6 ( Fig. 3 and Fig. 4) or, in particular simultaneously, in the direction of rotation of the inertial body about the geometric spindle axis 6 and in the axial direction of the inertial body parallel to the geometric spindle axis 6 ( Fig. 5 and Fig. 6) into its braking position.

[0047] In the exemplary embodiment in Fig. 3 and Fig. 4 is here and preferably provided that the braking device 15 has a radial braking contour 19 and a radial braking counter contour 20 interacting with it, and that when the braking device 15 is activated, the radial braking contour 19 and the radial braking counter contour 20 are in frictional engagement with each other radially with a first frictional force or in blocking engagement with each other, and when the braking device 15 is not activated, they are out of engagement or in frictional engagement with each other radially with a second frictional force which is smaller than the first frictional force.

[0048] In the exemplary embodiment in Fig. 5 and Fig. In contrast, here and preferably, the braking device 15 has an axial braking contour 19 and an axially interacting braking counter-contour 20, and the axial braking contour 19 and the axial braking counter-contour 20 are in axial frictional engagement with each other with a first frictional force or in axially blocking engagement with each other when the braking device 15 is activated, and are out of engagement or in axial frictional engagement with each other with a second frictional force that is smaller than the first frictional force when the braking device 15 is not activated.

[0049] In this context, "interacting" means that the brake contour 19 and the brake counter contour 20 are designed in such a way that they are related to each other and can act upon one another. That is, they influence each other through physical forces such as friction or locking, depending on whether the braking device 15 is activated or deactivated. In the activated state, the two contours thus engage radially ( Fig. 3 and Fig. 4) or axial ( Fig. 5 and Fig. 6) They interlock and generate a first, stronger frictional force or a blockage to slow the rotational movement. In the deactivated state, they are either not engaged at all (i.e., without contact) or only in frictional contact with a smaller, second frictional force. The interaction thus describes the mechanical interaction between the two contours, by which the braking effect is regulated depending on the operating state.

[0050] A "frictional engagement" is a condition in which two surfaces—in this case, the axial braking contour 19 and the axial braking counter-contour 20—are in contact and, through frictional forces, slow down movement, possibly until the movement is completely blocked. The strength of the friction depends on the materials involved, the surface properties, and the applied force.

[0051] In contrast, a "blocking engagement" describes a condition in which the two surfaces interlock so tightly that no relative movement between them is possible. This always leads to a complete blockage of movement, for example, by interlocking teeth or special structures.

[0052] The "out of contact" state means that the two surfaces are not in contact with each other, neither through friction nor through a mechanical blockage. In this case, there is no braking of the movement.

[0053] As will be explained in more detail below, the brake contour 19 is associated with the spindle 7, and the brake counter contour 20 is associated with the outer housing 11, in particular the first housing tube 12. This means that the brake contour 19 moves relative to the brake counter contour 20 because the spindle 7 moves relative to the outer housing 11, in particular the first housing tube 12. Accordingly, the brake contour 19 moves rotationally relative to the brake counter contour 20.

[0054] Furthermore, it is preferably provided that the respective brake contour 19 and / or the respective brake counter contour 20 is formed by a friction lining or, as in the illustrated embodiments, by a tooth profile, here preferably a locking tooth profile.

[0055] A "blocking tooth profile" is, as in the Fig. 4, Fig. 5 to Fig. Figure 6 clearly shows a tooth profile where the teeth can only be overcome in one direction, and a blockage occurs in the other direction. The teeth are shaped so that they have a steeper flank on the blocking side (back) and a flatter flank on the free-running side.

[0056] In the exemplary embodiment in Fig. 3 and Fig. 4 The brake shaft 17 preferably has at least one brake element 21, which forms the respective brake contour 19. Here, and preferably, two brake elements 21 are provided, particularly at diametrically opposite positions with respect to the geometric spindle axis 6. Each brake element 21 thus forms a brake contour 19. Preferably, as shown here, several brake elements 21 are provided, each of which forms a brake contour 19. Here, and preferably, the brake element 21 is a pivotable pawl 22. According to another embodiment, not shown here, a linearly displaceable slide is also conceivable as a brake element 21, either alternatively or additionally. In this case, preferably, as shown in Fig. 4 clearly recognizable, an end 23 of the latch 22 or of the slider, which is brought and / or can be brought into frictional or blocking engagement with the brake counter contour 20, the brake contour 19.

[0057] The braking element 21, in particular the pawl 22, or alternatively the slide, preferably has a radial braking contour 19 that interacts with a radial braking counter contour 20. The pivotable pawl 22 is pivoted radially, meaning that the end of the pawl 22 furthest from the geometric pivot axis (tip of the pawl 22) moves away from the geometric spindle axis 6 to activate the braking device 15. The geometric pivot axis of the pawl 22 is parallel to the geometric spindle axis 6. A linearly displaceable slide (not shown here, but conceivable as an alternative to the pawl 22) is displaced radially, meaning that the radially outwardly directed end of the slide moves away from the geometric spindle axis 6 to activate the braking device 15.

[0058] Furthermore, here and preferably in the embodiment in Fig. 3 and Fig. 4 provided that the brake element 21, here in particular said pawl 22, alternatively said slide, is movably mounted on a carrier plate 24, which is part of the brake shaft 17 and here is formed by a radially projecting shoulder, in particular circumferential collar, between an initial position in which the brake element 21 is out of engagement with the brake counter contour 20 via the brake contour 19 or in frictional engagement with the second frictional force, which is smaller than the first frictional force, and an engagement position in which the brake element 21 is in frictional engagement or in blocking engagement with the brake counter contour 20 via the brake contour 19.

[0059] The “initial position” and the “engagement position” are, here and subsequently, positions of the brake element 21 relative to the brake shaft 17.

[0060] The braking element 21, in particular the pawl 22, or alternatively the slide, has here and preferably a guide counter-contour 26 movably guided in a guide contour 25 of the inertial body 16. How Fig. As shown in Figure 4, the guide contour 25 is formed here by an elongated hole 27 or a groove in the inertial body 16 and / or the guide counter contour 26 by a protruding guide projection 28 on the brake element 21.

[0061] The brake element 21, in the form of a pawl 22, is mounted axially on the carrier plate 24 and / or axially between the carrier plate 24 and the inertia body 16, preferably via a brake element bearing 29, in this case a swivel bearing. A brake element bearing shaft 30 of the brake element 21 engages in a corresponding brake element bearing opening 31 on the carrier plate 24 and, optionally, on the inertia body 16, thereby defining a brake element bearing axis 32 about which the brake element 21 can be pivoted between the initial position and the engagement position.

[0062] Preferably, in the exemplary embodiment in Fig. 3 and Fig. 4 such that a rotational adjustment of the inertial body 16 from its initial position to its braking position causes a movement of the braking element 21, in the case of said pawl 22 a pivoting movement, in the case of said slide a linear movement, from its initial position to its engagement position. The inertial body 16, in particular the guide contour 25 of the inertial body 16, preferably drives the braking element 21, in particular via the guide projection 28 of the braking element 21, from its initial position to its engagement position.

[0063] In the exemplary embodiment in Fig. 5 and Fig. The brake shaft 17 has a brake element 21, which is designed to rotate around the geometric spindle axis 6 and forms the brake contour 19. Preferably, as shown here, exactly one brake element 21 is provided, which forms the brake contour 19. The brake element 21 is formed here, and preferably, by a section, here an axial section, of the inertial body 16. According to another embodiment, not shown here, an alternative or additional brake element 21 is also conceivable, which is arranged axially fixed on the inertial body 16, in particular on an axial side of the inertial body 16. In this case, preferably, as shown in Fig. 6 is clearly recognizable, an annular section 33 of the brake element 21 and / or inertial body 16, which is brought and / or can be brought into frictional or blocking engagement with the brake counter contour 20, the brake contour 19.

[0064] The braking element 21, in particular said annular section 33, or alternatively said braking element 21 axially fixed to the inertial body 16, has here and preferably an axial braking contour 19 which interacts with an axial braking counter contour 20. The braking element 21 or said annular section 33 is in particular axially displaced, that is, the braking element 21 or said section moves along the geometric spindle axis 6, in particular away from the spindle 7, in order to activate the braking device 15.

[0065] Furthermore, here and preferably in the embodiment in Fig. 5 and Fig. 6 provided that the brake element 21, in particular said annular section 33, alternatively said brake element 21 axially fixed to the inertial body 16, is arranged concentrically to the brake shaft 17 and is movably mounted between an initial position in which the brake element 21 is out of engagement with the brake counter contour 20 via the brake contour 19 or in frictional engagement with the second frictional force, which is smaller than the first frictional force, and an engagement position in which the brake element 21 is in frictional engagement or in blocking engagement with the brake counter contour 20 via the brake contour 19.

[0066] In the initial position, the brake element 21 and / or the inertial body 16 is preferably supported axially on a support plate 24, which is part of the brake shaft 17 and is formed here by a radially projecting shoulder, in particular a circumferential collar. In the engaged position, the brake element 21 and / or the inertial body 16 is preferably axially spaced from the support plate 24.

[0067] The brake element 21, here in particular said annular section 33, alternatively said brake element 21 axially fixed to the inertial body 16, and / or the inertial body 16 is here and preferably in meshing engagement with the brake shaft 17. How Fig. As shown in Figure 6, the brake element 21 and / or the inertial body 16 preferably has an internal thread 34 and the brake shaft 17 preferably has a corresponding external thread 35, so that a screw movement between these components is possible.

[0068] The brake element 21, in the form of the annular section 33, is axially mounted on the brake shaft 17, preferably via a brake element bearing 29, in this case a threaded bearing. In the present case, the brake element 21 is mounted on the brake shaft 17 in this manner via the inertia body 16. A brake element bearing shaft 30 with an external thread 35, which is part of the brake shaft 17, engages in an associated brake element bearing opening 31 with a corresponding internal thread 34, which is provided on the inertia body 16, thereby defining a brake element bearing axis 32 along which the brake element 21, performing a screw motion, can be linearly displaced between the initial position and the engagement position.

[0069] Preferably, in the exemplary embodiment in Fig. 5 and Fig. 6 accordingly such that an axial adjustment of the inertial body 16 from its initial position to its braking position causes a movement of the braking element 21, in particular a movement parallel to it and / or screwing movement, from its initial position to its engagement position.

[0070] In the embodiments presented here, which are preferred in this respect, the brake counter contour 20 is preferably formed on a brake housing 36 of the brake device 15 or on the outer housing 11, in particular on the first housing tube 12. If a brake housing 36 is present, i.e., a component that at least radially surrounds the moving components of the brake device 15 during a braking process, this forms the aforementioned housing-bound component 14. Here, and preferably, the brake housing 36 is rotatably connected to the outer housing 11, in particular the first housing tube 12, under overload conditions; that is, exceeding a predetermined threshold torque between the brake housing 36 and the outer housing 11 causes the brake housing 36 to slip relative to the outer housing 11.This has the advantage that exceeding the predetermined torque does not result in permanent damage or deformation of the components involved. Instead, the rotatable connection between the brake housing 36 and the outer housing 11 allows controlled slippage, thereby relieving excessive loads. However, a non-rotatable connection between the brake housing 36 and the outer housing 11, particularly the first housing tube 12, is also conceivable.

[0071] The brake counter contour 20 can, as in Fig. 3 and Fig. 4, on a tubular, in particular cylindrical, brake housing part 37, in particular radially on the inside, or, as in Fig. 5 and Fig. 6, on a brake housing cover 38, which is axially mounted on such a tubular brake housing part 37. The brake housing cover 38 here and preferably has a brake shaft opening 39 through which the brake shaft 17 is axially guided. In principle, however, a brake housing 36 without a brake housing cover is also conceivable, particularly in the case that, as in Fig. 3 and Fig. 4, the inertial body 16 axially covers most of the radial cross-section of the brake housing 36.

[0072] Finally, in both embodiments, it is preferably provided that the braking device 15 has a return arrangement 40 for the inertial body 16, which returns the inertial body 16 to its initial position as soon as the angular acceleration of the spindle decreases. Thus, with increasing angular acceleration of the spindle, the inertial body is moved further and further towards its braking position and, by means of the return arrangement, is moved in the opposite direction again with decreasing angular acceleration of the spindle, at least until the inertial body has reached its braking position and the respective braking element has entered its engagement position.

[0073] Once the braking device has been activated, the respective braking element is preferably locked in its engaged position, and consequently, the inertia is locked in its braking position. Despite the presence of a reset mechanism, the braking element does not automatically return to its initial position, nor does the inertia automatically return to its starting position, when the angular acceleration of the spindle falls below the aforementioned threshold value, and in particular, reaches zero. Instead, in this case, it is necessary to first loosen the engagement between the braking contour and the braking counter-contour, particularly by applying an external force and / or manually by an operator, for example, by lifting the previously lowered locking element. Only then can the reset mechanism return the inertia to its starting position, thereby also fully returning the braking element to its initial position.

[0074] Here, and preferably, the return mechanism includes a return spring, in this case a torsion spring, which exerts a return force on the inertial body towards its initial position. This means that, to activate the braking device, the inertial body is moved against the return force towards its braking position. Here, and preferably, the return spring is pre-tensioned between the brake shaft and the inertial body.

[0075] The return spring 41 is designed according to the Fig. 4 and Fig. 6 in both embodiments is fixed to both the brake shaft 17 and the inertial body 16. For this purpose, a first spring mounting point 42, here a central spring mounting groove 43, is provided on the brake shaft 17 and a second spring mounting point 44, here a spring mounting hole 45 eccentric to the geometric spindle axis 6, is provided on the inertial body 16.

[0076] According to Fig. 3 and Fig. 4. Preferably, a rotational return of the inertial body 16 to its initial position causes a movement of the brake element 21, in the case of said pawl 22 a pivoting movement, in the case of said slide a linear movement, to its initial position. Here, and preferably, the inertial body 16, in particular the guide contour 25 of the inertial body 16, drives the brake element 21, in particular via the guide projection 28 of the brake element 21, to its initial position. According to Fig. 5 and Fig. 6 It is accordingly preferably such that an axial return of the inertial body 16 to its initial position causes a movement of the brake element 21, in particular a movement parallel to it and / or screwing movement, to its initial position.

[0077] The return mechanism 40 contributes here, and preferably also, to the transmission of torque from the spindle 7 to the inertial body 16, namely via the elastic coupling between the spindle 7 and the inertial body 16. The magnitude of the transmitted torque depends, among other things, on the spring stiffness of the return spring 41 that generates the elastic coupling and on the magnitude of the angular acceleration of the spindle 7. As already explained, the friction, in particular static friction, between the spindle 7 and the inertial body 16 also affects the magnitude of the transmitted torque.

[0078] According to a further teaching, a drive arrangement 1 for a locking element 2, in particular a tailgate, of a motor vehicle 3 is proposed, comprising a proposed spindle arrangement and a motor drive for adjusting the locking element 2, in particular a spindle drive 4.

[0079] The spindle drive 4 preferably comprises a drive motor and, like the proposed motorless spindle arrangement, a spindle-spindle nut drive 5 downstream of the drive motor, with a spindle 7 having an axially extending geometric spindle axis 6 and a spindle nut 8 meshing with it for performing, in particular, linear drive movements along the geometric spindle axis 6 between a spindle-side connection 9 and a spindle nut-side connection 10. Here too, the spindle 7 is axially fixedly coupled to the spindle-side connection 9, and the spindle nut 8 is axially fixedly connected to the spindle guide tube, which is axially fixedly coupled to the spindle nut-side connection 10. QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] DE 10 2021 129 820 A1

[0003]

Claims

[1] Spindle arrangement for a locking element (2), in particular a tailgate, of a motor vehicle (3), wherein the spindle arrangement comprises a spindle-spindle nut drive (5) with a spindle (7) having an axially extending geometric spindle axis (6) and a spindle nut (8) meshing therewith for performing, in particular, linear adjustment movements along the geometric spindle axis (6) between a spindle-side connection (9) and a spindle nut-side connection (10), wherein the spindle (7) is axially fixedly coupled to the spindle-side connection (9) and the spindle nut (8) is axially fixedly connected to the spindle guide tube, which is axially fixedly coupled to the spindle nut-side connection (10), wherein the spindle arrangement comprises a tubular outer housing (11) radially enclosing the spindle-spindle nut drive (5) with a first housing tube (12), in particular housing outer tube,and optionally comprising a second housing tube (13), in particular an inner housing tube, which is telescopic with the first housing tube (12), , characterized by . that, in the event of a rotational movement of the spindle (7) relative to the outer housing (11) or a housing-bound component (14) in at least one spindle rotation direction, exceeding the angular acceleration of the spindle (7) relative to the outer housing (11) or housing-bound component (14) beyond a predetermined threshold activates a switchable braking device (15) which causes the rotational movement of the spindle (7) to be slowed down. [2] Spindle arrangement according to claim 1, characterized bythat the braking device (15) has an inertial body (16) connected to the spindle (7) via a torque-transmitting coupling and rotatable about the geometric spindle axis (6) relative to the spindle (7), which, when the angular acceleration of the spindle (7) exceeds the predetermined threshold, is inertially moved relative to the spindle (7) from a starting position to a braking position in an inertial body rotational direction about the geometric spindle axis (6) and optionally in an inertial body axial direction parallel to the geometric spindle axis (6), thereby activating the switchable braking device (15), preferably that the inertial body (16) is set into rotation when the spindle (7) is set into rotation,If the angular acceleration of the spindle (7) is below the predetermined threshold value in the direction of rotation of the inertial body and, if applicable, in the axial direction of the inertial body, the adjustment from the initial position to the braking position is reduced or not changed at all, thereby keeping the switchable braking device (15) deactivated. [3] Spindle arrangement according to claim 2, characterized by , that the braking device (15) has a brake shaft (17) coaxial to the spindle (7), which is coupled to the spindle (7) in a rotationally fixed and in particular axially fixed manner and introduces a braking torque into the spindle (7) when the braking device (15) is activated, and that the inertial body (16) is axially mounted on the brake shaft (17) and is rotatable about the geometric spindle axis (6) relative to the brake shaft (17). [4] Spindle arrangement according to claim 3, characterized bythat the inertial element (16) is mounted on the brake shaft (17) so as to be rotatable only, preferably that when the angular acceleration of the spindle (7) exceeds the predetermined threshold, the inertial element (16) on the brake shaft (17) is moved into the braking position relative to the brake shaft (17) solely in the direction of rotation of the inertial element about the geometric spindle axis (6) due to inertia, or that the inertial element (16) is mounted on the brake shaft (17), in particular via a threaded engagement, so as to be rotatable and axially movable, preferably that when the angular acceleration of the spindle (7) exceeds the predetermined threshold, the inertial element (16) on the brake shaft (17) is moved relative to the brake shaft (17) due to inertia in the direction of rotation of the inertial element about the geometric spindle axis (6) and in the axial direction of the inertial element parallel to the geometric The spindle axis (6) is moved into the braking position. [5] Spindle arrangement according to one of the preceding claims, characterized by, that the braking device (15) has a radial braking contour (19) and a radial braking counter contour (20) interacting therewith, and that when the braking device (15) is activated, the radial braking contour (19) and the radial braking counter contour (20) are in radial frictional engagement with each other with a first frictional force or in radial locking engagement with each other, and when the braking device (15) is not activated, are out of engagement or in radial frictional engagement with each other with a second frictional force that is smaller than the first frictional force, or,that the braking device (15) has an axial braking contour (19) and an axially interacting braking counter contour (20), and that when the braking device (15) is activated, the axial braking contour (19) and the axial braking counter contour (20) are in axial frictional engagement with each other with a first frictional force or in axial locking engagement with each other, and when the braking device (15) is not activated, they are out of engagement or in axial frictional engagement with each other with a second frictional force that is smaller than the first frictional force. [6] Spindle arrangement according to claim 5, characterized by , that the respective brake contour (19) and / or the respective brake counter contour (20) is formed by a friction lining or a tooth profile, in particular a locking tooth profile. [7] Spindle arrangement according to claim 5 or 6, characterized by, that the brake shaft (17) has at least one brake element (21) which forms the respective brake contour (19), preferably that the brake element (21) is a pivotable pawl (22) or a linearly displaceable slide, further preferably that an end (23) of the pawl (22) or of the slide, which is brought and / or can be brought into frictional or blocking engagement with the brake counter contour (20), forms the brake contour (19). [8] Spindle arrangement according to claim 7, characterized by, that the brake element (21) is movably mounted on a carrier plate (24), which is part of the brake shaft (17), between an initial position in which the brake element (21) is out of engagement with the brake counter contour (20) via the brake contour (19) or in frictional engagement with the second frictional force, which is smaller than the first frictional force, and an engagement position in which the brake element (21) is in frictional engagement or in blocking engagement with the brake counter contour (20) via the brake contour (19). [9] Spindle arrangement according to claim 7 or 8, characterized by, that the brake element (21) has a guide counter contour (26) movably guided in a guide contour (25) of the inertial body (16), preferably that the guide contour (25) is formed by an elongated hole (27) or a groove in the inertial body (16) and / or the guide counter contour (26) is formed by a protruding guide projection (28) on the brake element (21). [10] Spindle arrangement according to any one of claims 7 to 9, characterized by , that a rotary adjustment of the inertial body (16) from its initial position to its braking position causes a movement of the braking element (21) from its initial position to its engagement position, preferably that the inertial body (16), in particular the guide contour (25) of the inertial body (16), drives the braking element (21), in particular via the guide projection (28) of the braking element (21), from its initial position to its engagement position. [11] Spindle arrangement according to any one of claims 5 to 10, characterized by , that the brake shaft (17) has a brake element (21), in particular rotating around the geometric spindle axis (6), which forms the brake contour (19), preferably that the brake element (21) is formed by a section, in particular an axial section, of the inertial body (16) or is arranged axially fixed on the inertial body (16), in particular on an axial side of the inertial body (16), further preferably that an annular section (33) of the brake element (21) and / or inertial body (16), which is brought and / or can be brought into frictional or blocking engagement with the brake counter contour (20), forms the brake contour (19). [12] Spindle arrangement according to claim 11, characterized by, that the brake element (21) is arranged concentrically to the brake shaft (17) and is movably mounted between an initial position in which the brake element (21) is out of engagement with the brake counter contour (20) via the brake contour (19) or in frictional engagement with the second frictional force, which is smaller than the first frictional force, and an engagement position in which the brake element (21) is in frictional engagement or in blocking engagement with the brake counter contour (20) via the brake contour (19). [13] Spindle arrangement according to claim 11 or 12, characterized by , that the brake element (21) and / or the inertia body (16) is in meshing engagement with the brake shaft (17), preferably that the brake element (21) and / or the inertia body (16) has an internal thread (34) and the brake shaft (17) has a corresponding external thread (35). [14] Spindle arrangement according to one of claims 11 to 13, characterized by, that an axial adjustment of the inertial body (16) from its initial position to its braking position causes a movement of the braking element (21) from its initial position to its engagement position. [15] Spindle arrangement according to any one of claims 5 to 14, characterized by , that the brake counter contour (20) is formed on a brake housing (36) of the brake device (15) or on the outer housing (11), in particular on the first housing tube (12), preferably that the brake housing (36) is connected to the outer housing (11), in particular the first housing tube (12), in a rotationally fixed manner or in the event of overload so as to be rotatable. [16] Spindle arrangement according to any one of claims 2 to 15, characterized by, that the braking device (15) has a return arrangement (40) for the inertial body (16) which is configured to return the inertial body (16) to its initial position, preferably that the return arrangement (40) has a return spring (41) which exerts a return force on the inertial body (16) in the direction of its initial position, further preferably that the return spring (41) is pre-tensioned between the brake shaft (17) and the inertial body (16). [17] Drive arrangement for a locking element (2), in particular a tailgate, of a motor vehicle (3) comprising a spindle arrangement according to one of the preceding claims and a motor drive for adjusting the locking element (2), in particular a spindle drive (4).

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