MOTORIZED DRIVE SYSTEM, USE OF THE DRIVE SYSTEM TO OPERATE A DOOR, MANUFACTURING METHOD FOR A DRIVE SYSTEM

Description

[0001] The invention relates to a motorized drive system, in particular for actuating a door, according to the preamble of claim 1. The invention further relates to a use of the drive system for actuating a door, in particular a vehicle door, and a manufacturing method for a drive system.

[0002] Drive systems for, in particular, electromechanical control of doors, in particular vehicle doors and vehicle tailgates, are known from the prior art. The power of an electric motor is transmitted to the vehicle door, for example, via a threaded spindle. Furthermore, the drive systems can comprise, for example, a clutch to protect the vehicle door, in particular a connecting element of the drive system to the vehicle door, from overload, a brake to hold the vehicle door in a specific position, a gear for adjusting the transmitted force and speed, and / or a bearing to absorb forces input into the drive system from the vehicle door.

[0003] A drive system of this type is described, for example, in document EP1940012A1. To achieve a compact design and low noise levels, EP 1940012 A1 proposes the use of a hysteresis brake for a drive system of this type.

[0004] Another generic drive system is described in EP 1664470 B1. EP 1664470 B1 discloses a generic drive system and a reduced installation volume through precise bearings, as well as axial guidance and alignment of the drive system components. Further generic drive systems are known from EP 2 543 808 A1, EP 032 020 A1, and DE 10 2011 082 540 A1.

[0005] The problem with such drive systems is that very high forces, for example from a door operated by the drive system, are sometimes introduced into the drive system during operation, either temporarily or temporarily. This can happen because a force, such as that exerted by a user, acts on the door with a significantly greater lever relative to the door's rotational axis than the drive system. These forces can damage sensitive components of the drive system, such as a motor or brake. At the same time, the components cannot be designed to be as voluminous and / or robust as desired, particularly due to cost and space constraints, which can lead to premature failure of the drive systems.

[0006] The object of the invention is therefore to provide a drive system, in particular for actuating a door, for example a vehicle door, and a manufacturing method for a drive system which is particularly reliable, space-saving and at the same time cost-effective.

[0007] The subject matter of the present invention provides a drive system that solves this problem according to the features of claim 1. The problem is also solved by a use according to the features of claim 9 and a manufacturing method according to the features of claim 10. Advantageous embodiments emerge from the dependent claims.

[0008] A motorized drive system according to the invention, in particular for operating a door, for example a vehicle door, comprises at least one gear assembly with a spindle axis and a drive axis. The gear assembly is designed to translate a rotational movement about the drive axis into a rotational movement about the spindle axis. The drive system comprises at least one spindle assembly, in particular for operating the door, with a threaded spindle rotatable about a spindle axis, wherein the threaded spindle is mechanically coupled to a part of the gear assembly rotatable about the spindle axis. The drive system comprises at least one drive assembly for driving the threaded spindle with a drive shaft. The drive shaft is mechanically coupled to a part of the gear assembly rotatable about the drive axis.

[0009] The term "door" within the meaning of the present invention encompasses any device for reversibly closing or at least partially covering, shading, or concealing at least one section, and in particular an access opening, of a technical device or a building. In addition to doors for access by persons, the term "door" also encompasses, for example, doors at loading and / or unloading openings and / or ventilation openings, in particular windows. A "vehicle door" within the meaning of the invention encompasses, in addition to doors for passenger access to the vehicle, for example, trunk lids and engine hoods or other openable surface sections of the vehicle, such as the luggage flaps of a coach. The term "vehicle" within the meaning of the invention encompasses, in particular, land vehicles, water vehicles, and aircraft.

[0010] The term "mechanically coupled" within the meaning of the present invention encompasses any coupling designed to transmit a mechanical force and / or torque. Such a coupling can be mediated, for example, by a materially and / or physically connected, particularly rigid, connection and / or a magnetic connection for transmitting kinetic energy.

[0011] The spindle axis and the drive axis are arranged so that they are not coaxial with one another. The drive assembly is arranged to the side of the spindle axis. A non-coaxial arrangement of the spindle axis and drive axis advantageously prevents a force introduced into the drive system along the spindle axis, for example from a door operated by the drive system, from being passed on along the drive axis. A non-coaxial arrangement leads to a mechanical decoupling or at least partial decoupling of the drive assembly from the spindle assembly and thus to the protection of the drive assembly from the application of forces via the spindle assembly along the spindle axis. This protects assemblies of the drive system arranged on the drive axis, in particular a drive assembly, from these forces.Furthermore, the assemblies arranged on the drive axle can be arranged laterally from the spindle axis, in particular next to assemblies arranged along the spindle axis. This additionally protects the laterally arranged assemblies from forces introduced along the spindle axis. Due to the lower mechanical load resulting in lower demands on the material in terms of type, structure, volume and / or shape, the drive system can be designed to be particularly compact and, at the same time, cost-effective, particularly with regard to its length along the spindle axis. Thanks to its compact design, the drive system is particularly well suited for vehicle doors, since vehicles, for example automobiles, often have limited installation space.

[0012] The spindle axis and the drive axis form an angle ranging from 45° to 90°, preferably from 60° to 90°, particularly preferably 90°. According to the invention, the "angle" is the smaller of the two angles that lie at their intersection point—optionally after a parallel displacement of at least one of the axes. The closer the angle is to 90°, the more efficiently a rotational movement about the drive axis can be translated into a rotational movement about the spindle axis, allowing the drive system to operate particularly efficiently and reliably. Particularly at an angle of 90°, cost-effective and easily obtainable standard gear components can be used.

[0013] The at least one drive assembly comprises at least one motor assembly for driving a rotary movement of the threaded spindle about the spindle axis with a motor shaft rotatable about the drive axis. The motor shaft can be driven, for example, by an electric motor. The motor shaft is rigidly connected to the drive shaft and can be enclosed by the drive shaft. In particular, the motor shaft can be part of the drive shaft or identical to the drive shaft.

[0014] The at least one gear assembly can comprise a worm gear for translating a rotational movement around the drive axis into a rotational movement around the spindle axis. A worm gear offers the advantages of particularly quiet operation and a particularly high load capacity, allowing even high torques to be reliably transmitted. Quiet operation is particularly advantageous for use in vehicle doors of high-priced vehicles, as it conveys a high level of value to the customer.

[0015] The worm gear can comprise a worm shaft that is rotatable about the drive axis and mechanically coupled to the drive shaft, and a worm wheel that is rotatable about the spindle axis and mechanically coupled to the threaded spindle. This configuration allows the worm gear to convert a rotational movement of the drive shaft about the drive axis into a rotational movement of the threaded spindle about the spindle axis, while maintaining a particularly compact design. According to the invention, the worm wheel and the worm shaft can also be interchanged.

[0016] The worm shaft can be enclosed by the drive shaft and / or rigidly connected to the drive shaft. In particular, the worm shaft can be part of the drive shaft or identical to the drive shaft.

[0017] The worm shaft can be rigidly connected, in particular by positive locking and / or material bonding, and / or coaxially, to a motor shaft of a motor assembly and / or a brake shaft of a brake assembly. This enables particularly efficient and reliable torque transmission between the motor shaft and / or brake shaft and the worm shaft. For example, a section of the motor shaft and / or brake shaft can interact with a section of the worm shaft in a positive-locking manner with respect to rotation about the drive axis.

[0018] The at least one drive assembly comprises at least one brake assembly for decelerating a rotational movement of the threaded spindle about the spindle axis, with a brake shaft rotatable about the drive axis and preferably guided by a bearing. The brake assembly can prevent excessively rapid movement, for example of a door operated by the drive system, which could injure a user and / or damage the door. In particular, the brake assembly can hold the door in a specific position in which the door would not remain without the brake assembly, for example due to the force of gravity acting on it. This can also prevent injuries to a user and / or damage to the door.

[0019] The brake assembly is arranged on a side of the motor assembly facing the transmission assembly, in particular between the transmission assembly and the motor assembly. In contrast to an arrangement of the brake assembly on the side of the motor assembly facing away from the transmission assembly, this results in the advantage that control components and / or sensors, which could be negatively influenced by magnetic fields, heat and / or vibrations generated by the brake assembly and / or transmission assembly, can be safely arranged on the side of the motor assembly facing away from the transmission assembly. The motor assembly can thus shield the control components and / or sensors against the magnetic fields, heat and / or vibrations, so that separate shielding is not necessary and a particularly cost-effective and compact design of the drive system is achieved. Furthermore, the control components and / or sensors are arranged on the side of the motor assembly facing away from the transmission assembly.

[0020] side, for example for connection to other components or for maintenance, is more easily accessible than on the side facing the gearbox assembly.

[0021] The motor assembly comprises an angular position sensor, in particular a Hall sensor, for measuring an angular position of the motor shaft relative to the motor assembly, wherein the angular position sensor is arranged on a side of the motor assembly facing away from the brake assembly. An angular position sensor, in particular a Hall sensor, can easily be disturbed by magnetic fields, so that an arrangement on the side of the motor assembly facing away from the brake assembly is particularly advantageous for reliable measurement. The angular position sensor advantageously allows an angular position of the threaded spindle and thus a position of a component actuated by the drive system, for example an opening state of a door, to be determined easily, precisely, and reliably, for example with the aid of a calibration function.

[0022] The brake assembly may, for example, comprise a mechanical friction brake, such as a disc brake and / or a felt brake. A mechanical friction brake offers the advantages of low manufacturing costs and simple assembly. The brake assembly may comprise an electromagnetic brake, such as a brake with a switchably energized electromagnet. An electromagnetic brake offers the advantage that its function can be controlled electrically, for example by switching an electromagnet on and / or off.

[0023] The bearing can, for example, comprise a plain bearing and / or a rolling bearing, in particular a ball bearing. The bearing advantageously prevents movements of the brake shaft radially relative to its axis of rotation, which could, for example, impair the function of the brake assembly and / or the transmission assembly.

[0024] The brake shaft is rigidly connected to the drive shaft and can be enclosed by the drive shaft. In particular, the brake shaft can be part of the drive shaft or identical to the drive shaft.

[0025] The brake shaft can be mechanically coupled to the motor shaft of the motor assembly, particularly preferably rigidly and / or coaxially connected. A rigid and / or coaxial connection enables a particularly simple drive system design and a particularly high braking effect. For example, a section of the motor shaft can be pressed onto a section of the brake shaft.

[0026] The brake shaft can be detachably connected to the motor shaft during operation of the drive device, for example, by a freewheel clutch and / or a clutch, in particular an electrically switchable clutch, for separating the brake shaft from the motor shaft while the threaded spindle is driven by the motor assembly. This allows the drive system to operate more energy-efficiently, and / or the motor assembly can be designed with lower power and thus be smaller, lighter, and / or more cost-effective. A connection between the motor shaft and the brake shaft that is detachable during operation of the drive device can be configured, for example, as a brake arrangement, as described in the document DE102014212863A1.

[0027] The brake assembly comprises a hysteresis brake, in particular with at least one rotor rigidly connected to the brake shaft, preferably glued and / or pressed, and at least one stator fixedly arranged on a housing of the brake assembly, wherein the rotor comprises at least one permanent magnet by which the stator can be magnetized. Alternatively, the stator can comprise at least one permanent magnet by which the rotor can be magnetized. If the rotor is glued to the brake shaft, the hysteresis brake can be manufactured particularly easily. If the rotor is pressed to the brake shaft, this results in a particularly long-term stable connection, in particular with respect to chemical solvents, and the hysteresis brake can be manufactured to particularly tight tolerances.

[0028] A hysteresis brake offers the advantages of being odorless and silent in operation and, particularly within a range relevant to the drive system of up to 20 million revolutions, being more wear-resistant than mechanical friction brakes. Furthermore, a hysteresis brake requires only a small amount of installation space along the drive axis. Furthermore, compared to a mechanical friction brake, the braking torque of a hysteresis brake is less dependent on the speed of the brake shaft, particularly within a speed range relevant to the drive system of 0 to 3000 revolutions per minute, and less dependent on the ambient temperature of the hysteresis brake, particularly within a temperature range relevant to the drive system of -30°C to +80°C. Furthermore, the braking torque of a hysteresis brake can be better predicted than with a mechanical friction brake, allowing a small relative tolerance of the braking torque to be achieved.With a hysteresis brake, the braking torque can be tailored to the specific application of the drive system much more precisely and with smaller safety margins than with mechanical friction brakes. This allows the drive system to operate particularly efficiently and reliably.

[0029] The hysteresis brake can, for example, be designed as described in the document EP2192675A1.

[0030] The rotor and / or the stator can be arranged substantially cylindrically and / or coaxially with the brake shaft. The rotor and / or the stator can comprise a number of recesses for a positive connection with the brake shaft or a housing of the brake assembly with respect to rotation about the drive axis.

[0031] A coaxial arrangement allows for a particularly compact design of the hysteresis brake, especially when the rotor and stator are cylindrical. It is particularly advantageous to arrange the rotor inside the stator, with the stator completely covering the rotor radially relative to the brake shaft. Complete coverage minimizes the strength of a magnetic field outside the stator, which can reduce or even completely prevent unwanted magnetization of other components, such as a bearing.

[0032] Advantageously, the rotor is positioned centrally in the stator along the brake shaft. This minimizes magnetic forces acting on the rotor along the brake shaft, which could potentially loosen the connection between the rotor and the brake shaft.

[0033] If the rotor is arranged inside the stator, it is particularly advantageous if the rotor comprises at least one permanent magnet, which allows the stator to be magnetized. During operation of the hysteresis brake, heat is generated primarily in the component that is permanently remagnetized. If this component is the external stator, this heat can be dissipated more easily than if it is the internal rotor.

[0034] The rotor and stator can be spaced apart from each other, for example by an air gap. This advantageously prevents the rotor and stator from rubbing against each other during operation of the hysteresis brake, which would lead to increased noise and heat generation as well as increased wear. Furthermore, by selecting a gap size between the rotor and stator, the strength of the magnetic interaction between them can be adjusted and thus a braking torque of the hysteresis brake suitable for the drive system can be set. For typical drive system applications, a gap size of 0.1 mm to 1 mm, in particular of 0.2 mm to 0.8 mm, for example 0.5 mm, has proven particularly advantageous for generating a high braking torque with manufacturing tolerances achievable using conventional manufacturing methods.

[0035] The strength of the magnetic interaction between the rotor and stator, and thus the braking torque, can be adjusted by selecting the length of the rotor and / or stator along the brake shaft. For the simplest possible production of hysteresis brakes with different braking torques, it is particularly advantageous if the braking torque is adjusted by selecting the length of the rotor arranged within the stator. This allows different braking torques to be achieved by varying a single component, namely the rotor, without changing the installation space required by the hysteresis brake, which is essentially determined by the stator.For typical applications of the drive system, for example, a stator length of 5 mm to 50 mm, in particular of 10 mm to 20 mm, for example 13 mm, has proven to be particularly advantageous, wherein the length of the rotor is preferably selected to be less than or equal to the length of the stator, for example 12.5 mm for a stator length of 13 mm.

[0036] The rotor can be arranged in the stator and have a rotor length along the brake shaft and a rotor outer diameter orthogonal to the brake shaft, and the stator can have a stator length along the brake shaft and a stator inner diameter orthogonal to the brake shaft, wherein the dimensions mentioned are preferably in the following relationship to one another and particularly preferably assume the following values: a. Rotor length from 5 mm to 50 mm, in particular from 10 mm to 20 mm, for example 12.5 mm; b. Rotor outer diameter from 5 mm to 50 mm, in particular from 10 mm to 20 mm, for example 13.5 mm; c. Stator length from 5 mm to 50 mm, in particular from 10 mm to 20 mm, for example 13 mm; and d. Stator inner diameter from 5 mm to 50 mm, in particular from 10 mm to 20 mm, for example 14.5 mm.

[0037] In this case, the rotor length is preferably selected to be less than or equal to the stator length, and / or the rotor outer diameter and the stator inner diameter are selected such that the gap size is from 0.1 mm to 1 mm, in particular from 0.2 mm to 0.8 mm, for example 0.5 mm.

[0038] The aforementioned ratios or dimensions allow a braking torque suitable for typical drive system applications to be achieved using standard stator and rotor materials, and the drive system can be manufactured cost-effectively using standard manufacturing methods and tolerances. Of course, the dimensions can be scaled according to application requirements, with the gap, in particular, remaining constant.

[0039] A spacer, preferably made of a polymer, can be arranged between the rotor and the brake shaft. This spacer can reduce unwanted magnetization of the brake shaft. Furthermore, the spacer can also ensure a distance from other components that should not be magnetized, such as a bearing.

[0040] The rotor can be attached directly to the brake shaft, for example, by adhesive bonding. Direct attachment allows the brake assembly to be manufactured particularly cost-effectively, particularly more cost-effectively than using a spacer. If the brake shaft is made of a magnetizable material, such as steel, directly attaching the rotor to it offers the additional advantage that magnetizing the brake shaft can increase the magnetic interaction with the stator and thus the braking torque.

[0041] The rotor can be secured against displacement along the brake shaft by a securing element, for example a retaining ring on the brake shaft.

[0042] The brake assembly can include a heat sink for absorbing heat generated during magnetization reversal of the rotor or stator. The heat sink can advantageously prevent heat-sensitive parts of the drive system from overheating. The heat sink can, for example, comprise a metal block, particularly one with heat-radiating fins, that is thermally conductively connected to the stator.

[0043] The rotor and / or stator can consist of a number of modules arranged one behind the other along the brake shaft. This advantageously allows the magnetic interaction between the rotor and stator, and thus the braking torque of the brake assembly, to be adjusted for different drive system applications by changing the number of modules used.

[0044] The brake assembly can include a coil for amplifying and / or weakening a magnetic field of the permanent magnet. An electric current flowing through the coil can advantageously adjust the magnetic interaction between the rotor and stator, and thus the braking torque of the brake assembly, particularly during operation of the drive system. For example, the braking torque can be reduced while a motor is driving the lead screw, allowing the drive system to operate more efficiently.

[0045] The permanent magnet can be made of a rare-earth alloy, for example, a neodymium-iron-boron alloy, and the rotor or stator can be made of an aluminum-nickel-cobalt alloy. A neodymium-iron-boron alloy is particularly suitable for producing a permanent magnet with high magnetization, while an aluminum-nickel-cobalt alloy, due to its low coercive field strength, can be particularly well remagnetized by a permanent magnet. The permanent magnet can advantageously have at least one anti-corrosive coating, for example, a nickel, nickel-copper, and / or plastic coating, in particular an epoxy resin coating. A plastic coating, especially when the permanent magnet is made of a generally brittle rare-earth alloy, offers the additional advantage of protecting the permanent magnet from mechanical stress.

[0046] The at least one motor assembly can be spaced apart from the at least one brake assembly. This ensures that these two assemblies do not impair each other's function, for example, through the transfer of heat and / or vibrations. Otherwise, in particular, a permanent magnet of the brake assembly could be heated above its Curie temperature by heat emitted by the motor assembly, causing it to lose its magnetization, which would impair the braking effect of the brake assembly. This risk exists particularly with neodymium-iron-boron magnets, which have a relatively low Curie temperature in the range of 80°C.

[0047] For example, the at least one gear assembly and / or a thermal insulation means may be arranged between the motor assembly and the brake assembly, and / or the motor assembly and the brake assembly may be arranged on opposite sides of the spindle axis.

[0048] The drive system may comprise at least one coupling assembly for decoupling a rotational movement of the threaded spindle about the spindle axis from a rotational movement of the drive shaft about the drive axis. The coupling assembly may preferably comprise an overload clutch, in particular for protecting a door operated by the drive system and / or a connecting device of the drive system to the door, for example, a ball stud, from overload.

[0049] Particularly advantageously, the drive system can be designed so that the overload clutch is triggered at a load that is lower than the maximum load that the door, the connecting element, and the drive system can each absorb without damage. Furthermore, the drive system is advantageously designed so that its maximum load is lower than the respective maximum load of the door and the connecting element. This ensures that in the event of a malfunction or incorrect operation, only the drive system—which is generally easier to replace—is damaged, not the door or the connecting element.

[0050] The spindle assembly may include a guide bushing for guidance and / or a spindle bearing for supporting the threaded spindle. The guide bushing and / or spindle bearing can prevent unwanted translational movements of the threaded spindle, which could, for example, impair the function of a coupling and / or gearbox connected to the threaded spindle, thus ensuring reliable operation of the drive system.

[0051] The present invention encompasses the use of a drive system according to the invention for operating a door, in particular a vehicle door. According to the invention, the drive system can also be used to move other objects, for example, to adjust the height of a table.

[0052] A manufacturing method according to the invention for a drive system according to the invention, in particular for actuating a door, for example a vehicle door, comprises at least the following steps: a. Applying an adhesive to a brake shaft and / or a rotor for a hysteresis brake for the drive system; b. Attaching the rotor directly to the brake shaft; and c. Bonding the rotor to the brake shaft with the adhesive.

[0053] By attaching the rotor directly to the brake shaft, a particularly compact design of the hysteresis brake, and thus of the drive system, is achieved. The integral bond ensures a stable and permanent attachment of the rotor to the brake shaft. The adhesive can be selected to create a permanently elastic connection between the rotor and the brake shaft, so that potential vibrations from the brake shaft that could damage the rotor are transmitted to the brake shaft only in a dampened manner.

[0054] Alternatively, a manufacturing method for a drive system, in particular according to the invention, may comprise the following steps: a. Applying a spacer to a brake shaft for a hysteresis brake for the drive system; b. Attaching a rotor to the spacer; and c. Pressing the spacer to the brake shaft and the rotor.

[0055] Pressing allows for a particularly reliable and long-term stable connection between the spacer and the brake shaft and rotor. In particular, an adhesive is not required, which is difficult to control in terms of process technology, for example, because its viscosity and / or drying behavior depend on environmental parameters such as temperature and humidity. Furthermore, an adhesive can at least partially lose its adhesion-promoting effect due to aging processes, thereby jeopardizing the long-term stability of an adhesive bond.

[0056] If the rotor comprises a permanent magnet, in particular a rare-earth magnet, for example, made of a neodymium-iron-boron alloy, the rotor is generally too brittle to be directly pressed onto the brake shaft. This problem is solved according to the invention by applying a spacer, in particular made of a polymer, between the brake shaft and the rotor. The spacer can at least partially absorb forces occurring during pressing, for example through plastic deformation, so that the rotor is not exposed to stresses that could lead to rotor damage.

[0057] For a particularly simple design of the drive system and a particularly reliable connection of the rotor to the brake shaft, the spacer can, for example, be applied cylindrically around the brake shaft, in particular adjacent thereto, and / or the rotor can be attached cylindrically around the spacer, in particular adjacent thereto.

[0058] The pressing process can, for example, involve expanding the brake shaft, whereby a force directed radially outward from the brake shaft acts on the spacer and the rotor to press them together and to the brake shaft. The pressing process can, for example, involve applying a force axial to the brake shaft to the spacer, which can be configured, for example, as a bushing applied to the brake shaft, whereby the spacer is pressed into a gap between the brake shaft and the rotor.

[0059] The manufacturing method may comprise applying a securing element, in particular a securing ring, to the brake shaft to secure the rotor against displacement along the brake shaft.

[0060] Further advantages, objects, and features of the present invention will be explained with reference to the following description and the accompanying drawings, which illustrate exemplary drive systems according to the invention. Components of the drive systems that are at least substantially identical in terms of their function in the figures may be identified by the same reference numerals, although these components need not be numbered and explained in all figures. They show:

[0061] Fig. 1 is a schematic drawing of a drive system according to the invention; Fig. 2 is a schematic drawing of a further drive system according to the invention; Fig. 3 is a schematic sectional drawing of a drive assembly according to the invention; Fig. 4 is a schematic sectional drawing of a further drive assembly according to the invention; Fig. 5 is a schematic sectional drawing of a further drive assembly according to the invention; Fig. 6 is a schematic sectional drawing of a brake assembly according to the invention; Fig. 7 is a schematic sectional drawing of a further drive system according to the invention; Fig. 8 is a schematic representation of a rotor according to the invention on a brake shaft; Fig. 9 is a schematic representation of a stator according to the invention; and Fig. 10 is a schematic representation of a method according to the invention.

[0062] Figure 1 shows a schematic drawing of a drive system 100 according to the invention as a side view ( Fig. 1a) and as a cut ( Fig. 1b ) in the Figure 1a marked level BB.

[0063] The illustrated drive system 100 comprises a spindle assembly 110 and a drive assembly 200, which are connected to each other by a gear assembly 220. The spindle assembly 110 comprises a threaded spindle (not shown) rotatable about a spindle axis SA, and the drive assembly 200 comprises a drive shaft 201 rotatable about a drive axis AA. The threaded spindle and the drive shaft 201 are mechanically coupled to each other via the gear assembly 200, wherein the gear assembly 220 is designed to translate a rotational movement about the drive axis AA into a rotational movement about the spindle axis SA.

[0064] The illustrated drive assembly 200 comprises a motor assembly 210 for driving a rotary movement of the threaded spindle about the spindle axis SA and a brake assembly 230 arranged on a side of the motor assembly 210 facing the gear assembly 220 for braking a rotary movement of the threaded spindle about the spindle axis SA. The gear assembly 220 is arranged, for example, between the motor assembly 210 and the brake assembly 230.

[0065] In the example shown, the drive axis AA and the spindle axis SA are not arranged coaxially and enclose an angle α, which is, for example, 90°. For example, a supply line 130, in particular for supplying the drive system 100 with energy and / or control signals, is arranged on the drive assembly 200. For example, a connecting device 120 is arranged at each end of the drive system 100 along the spindle axis SA. The connecting devices 120, which can each comprise a ball stud, for example, can be designed, for example, to connect the drive system 100 to a vehicle (not shown) and a vehicle door (not shown) of the vehicle, for the actuation of which the drive system 100 is provided.

[0066] Figure 2 shows a further drive system 100 according to the invention as a section as in Figure 1b In contrast to Figure 1The drive system 100 shown in Figure 2 In the drive system 100 shown, the brake assembly 230 is arranged between the motor assembly 210 and the transmission assembly 220.

[0067] Figure 3 shows a schematic sectional drawing of a drive assembly 200 according to the invention. The illustrated drive assembly 200 comprises a motor assembly 210 for driving a rotary movement of a threaded spindle (not shown) about a spindle axis SA with a motor shaft 211 rotatable about a drive axis AA.

[0068] The illustrated drive assembly 200 comprises a brake assembly 230 for braking a rotational movement of the threaded spindle about the spindle axis SA with a brake shaft 231 that is rotatable about the drive axis AA and guided, for example, by a bearing 235. The brake assembly 230 comprises, for example, a hysteresis brake 237. The brake shaft 231 is rigidly connected to the motor shaft 211, for example via a worm shaft 222 of a gear assembly 220, wherein the brake shaft 231, worm shaft 222 and motor shaft 211 are advantageously arranged coaxially to one another and / or together form a drive shaft of the drive assembly 200.

[0069] In the example shown, the motor assembly 210 and the brake assembly 230 are arranged on opposite sides of the spindle axis SA and the gear assembly 220.

[0070] The illustrated motor assembly 210 comprises an angular position sensor 213, in particular a Hall sensor, for measuring an angular position of the motor shaft 211 relative to the motor assembly 210, wherein the angular position sensor 213 is arranged on a side of the motor assembly 210 facing away from the brake assembly 230.

[0071] Figure 4 shows a schematic sectional drawing of another drive assembly 200 according to the invention. The illustrated drive assembly 200 differs from the one in Figure 3 illustrated drive assembly 200 in that the brake assembly 230 is arranged between the motor assembly 210 and the transmission assembly 220.

[0072] Figure 5 shows a schematic sectional drawing of a further drive assembly 200 according to the invention. The illustrated drive assembly 200 comprises, like the one in Figure 4The drive assembly 200 shown includes a motor assembly 210 with a motor shaft 211 rotatable about a drive axis AA and an angular position sensor 213. Furthermore, a supply line 130 for supplying the motor assembly 210 with energy and / or control signals is shown.

[0073] In the example shown, the motor shaft 211 on the side of the motor assembly 210 facing away from the angular position sensor 213 is directly and rigidly connected to a brake shaft 231 of a brake assembly 230 that is rotatable about the drive axis AA, for example by the motor shaft 211 being coaxially inserted into a recess 212 in the brake shaft 231 and thus pressed.

[0074] A rotor 232, in particular a cylindrical one, is mounted on the illustrated brake shaft 231, for example coaxially to the brake shaft 231. The illustrated rotor 232, which comprises, for example, a permanent magnet, is arranged, in particular coaxially, in a stator 233, for example a cylindrical one, which can be magnetized by the rotor 232. The rotor 232 and the stator 233 together form a hysteresis brake.

[0075] Figure 6 shows a schematic sectional drawing of a brake assembly 230 according to the invention. The illustrated brake assembly 230 comprises a brake shaft 231 rotatable about a drive axis AA, which is guided by a bearing 235. The illustrated brake shaft 231 is rigidly connected to a worm shaft 222 of a gear assembly (not shown), for example, formed integrally therewith. The illustrated brake assembly 230 comprises a rotor 232 and a stator 233, which together form a hysteresis brake and, as shown in Figure 3 shown can be arranged and designed with the difference that in Figure 4 The rotor 232 is spaced from the brake shaft 231 by a spacer 234. The spacer 234, made of a polymer, for example, is shaped in the illustrated example such that the spacer 234 spaces the rotor 232 from both the brake shaft 231 and the bearing 235. The illustrated brake assembly 230 is enclosed by a housing 236, which is composed, for example, of two plastic half-shells.

[0076] Figure 7 shows a schematic sectional drawing of another drive system 100 according to the invention. Components that are already in Figure 1are provided with the same reference numerals as there and will not be described again. The spindle assembly 110 shown comprises a guide bush 112 for guiding a threaded spindle (not shown). In the example shown, the threaded spindle, which is rotatable about a spindle axis SA, is mechanically coupled to a worm wheel 223 of a worm gear 221 via a coupling assembly 240, for example with an overload clutch. The worm wheel 223 shown is mechanically coupled to a worm shaft (not shown) of the worm gear 221, wherein the worm shaft is rotatable about a drive axis AA and, in particular, rigidly and / or coaxially, is connected to a motor shaft 211 of a motor assembly 210. Both the threaded spindle and the worm shaft can each be mounted on at least one bearing 235.In the example shown, the angle α enclosed by the spindle axis SA and the drive axis AA is approximately 75°.

[0077] Figure 8 shows a schematic representation of a rotor 232 according to the invention on a brake shaft 231 as a section along the drive axis AA ( Fig. 8a ) and as a perspective representation ( Fig. 8b ). The rotor 232 is, for example, glued directly to the brake shaft 231. The illustrated rotor 232 is cylindrical and has, for example, a rotor length RL of 12.5 mm, a rotor inner diameter RID of 5.95 mm, and / or a rotor outer diameter RAD of 13.5 mm. The rotor 232 can be made, for example, of a neodymium-iron-boron alloy, in particular with a nickel-copper coating.

[0078] The brake shaft 231 has, for example, a section 239 for positive connection with a worm shaft of a gear assembly (not shown) with respect to rotation about the drive axis AA. Section 239 is designed, for example, as a gear.

[0079] The brake shaft 231 can be hollow at least in sections, so that a motor shaft of a motor assembly (not shown) and / or a worm shaft of a gear assembly (not shown) can be at least partially inserted into the brake shaft 231 and, for example, pressed therewith.

[0080] Figure 9 shows a schematic representation of a stator 233 according to the invention as a section along the drive axis AA ( Fig. 9a ) and as a perspective representation ( Fig. 9bThe illustrated stator 233 is essentially cylindrical and has, for example, a stator length SL of 13 mm, a stator inner diameter SID of 14.5 mm, and / or a stator outer diameter of 23 mm. The stator 233 can be made of an aluminum-nickel-copper alloy, for example.

[0081] The illustrated stator 233 has a number of, for example two, recesses 229 for positively connecting the stator 233 to a housing of a brake assembly (not shown) with respect to rotation about the drive axis AA.

[0082] Figure 10shows a schematic representation of a manufacturing method 300 according to the invention for a drive system 100. The manufacturing method 300 first comprises applying 310 an adhesive to a brake shaft 231 and / or a rotor 232 for a hysteresis brake 237 for the drive system 100. For example, the next step involves attaching 320 the rotor 232 directly to the brake shaft 231, for example by pushing the rotor 232 coaxially onto the brake shaft 231. For example, in the following step, the rotor 232 is integrally connected 330 to the brake shaft 231 using the adhesive. The further manufacture of the hysteresis brake and the drive system can be carried out, for example, using standard manufacturing methods. LIST OF REFERENCE SYMBOLS

[0083] 100Drive system 110Spindle assembly 112Guide bushing 120Connection device 130Supply line 200Drive assembly 201Drive shaft 210Motor assembly 211Motor shaft 212Recess 213Angle position sensor 220Gearbox assembly 221Worm gear 222Worm shaft 223Worm wheel 229Recess 230Brake assembly 231Brake shaft 232Rotor 233Stator 234Spacer 235Bearing 236Housing 237Hysteresis brake 239Section 240Coupling assembly 300Manufacturing process 310Applying 320Attaching 330Connecting WHEELRotor outer diameter RIDRotor inner diameter RLRotor length SADStator outer diameter SIDStator inner diameter SLStator length AAAndrive axis SAspindle axis αAngle

Claims

1. A motorized drive system (100), in particular for actuating a door, comprising a. at least one gear module (220) comprising a spindle axis (SA) and a drive axis (AA), the gear module (220) being designed to translate a rotational movement about the drive axis (AA) into a rotational movement about the spindle axis (SA), b. at least one spindle assembly (110) comprising a threaded spindle rotatable about the spindle axis (SA), the threaded spindle being mechanically coupled to a part of the gear assembly (220) rotatable about the spindle axis (SA), and c. at least one drive assembly (200) for driving the threaded spindle with a drive shaft (201), the drive shaft (201) being mechanically coupled to a part of the transmission assembly (220) rotatable about the drive axis (AA), wherein the at least a drive assembly (200) comprises d. at least one motor assembly (210) for driving a rotary movement of the threaded spindle about the spindle axis (SA) comprising a motor shaft (211) rotatable about the drive axis (AA) and rigidly connected to the drive shaft (201), and e. at least one brake assembly (230) arranged on a side of the motor assembly (210) facing the transmission assembly (220) for braking a rotary movement of the threaded spindle about the spindle axis (SA) comprising a brake shaft (231) that is rotatable about the drive axis (AA) and connected rigidly to the motor shaft (211), the brake assembly (230) comprising a hysteresis brake (237), characterized in that f. the motor assembly (210) comprises an angular position sensor (213) for measuring an angular position of the motor shaft (211) relative to the motor assembly (210), wherein the angular position sensor (213) is arranged on a side of the motor assembly (210) facing away from the brake assembly (230), g. wherein the spindle axis (SA) and the drive axis (AA) are not arranged coaxially, and the drive assembly (200) is arranged to the side of the spindle axis (SA), wherein the spindle axis (SA) and the drive axis (AA) form an angle (α) that amounts to from 45° to 90°.

2. The drive system (100) according to claim 1, characterized in that the spindle axis (SA) and the drive axis (AA) form an angle (α) that amounts to from 60° to 90°, preferably to 90°.

3. The drive system (100) according to claim 1 or 2, characterized in that the angular position sensor (213) comprises a Hall sensor.

4. The drive system (100) according to one of claims 1 to 3, characterized in that the at least one gear assembly (220) comprises a worm gear (221) for translating a rotational movement about the drive axis (AA) into a rotational movement about the spindle axis (SA), the worm gear (221) preferably comprising a. a worm shaft (222) rotatable about the drive axis (AA) and mechanically coupled to the drive shaft (201) and b. a worm wheel (223) rotatable about the spindle axis (SA) and mechanically coupled to the threaded spindle, the worm shaft (222) being particularly preferably comprised by the drive shaft (201) and / or rigidly and / or coaxially connected to a motor shaft (201) of a motor assembly (210).

5. The drive system (100) according to one of claims 1 to 4, characterized in that the hysteresis brake (237) comprises at least one rotor (232) rigidly connected to the brake shaft (231) and at least one stator (233) arranged stationary to a housing (236) of the brake assembly (230), the rotor (232) comprising at least one permanent magnet for magnetizing the stator (233), or vice versa.

6. The drive system (100) according to claim 5, characterized in that the rotor (232) and the stator (233) are arranged substantially cylindrically and coaxially to the brake shaft (231), the rotor (232) being arranged in the stator (233) and having a rotor length (RL) along the brake shaft (231) and an rotor outer diameter (ROD) orthogonal to the brake shaft (231), and the stator (233) having a stator length (SL) along the brake shaft (231) and an stator inner diameter (SID) orthogonal to the brake shaft (231), where the dimensions mentioned are in the following relationship to one another and preferably have the following values: a. rotor length (RL) from 5 mm to 50 mm, preferably from 10 mm to 20 mm, particularly preferably 12.5 mm; b. rotor outer diameter (RAD) from 5 mm to 50 mm, preferably from 10 mm to 20 mm, particularly preferably 13.5 mm; c. stator length (SL) from 5 mm to 50 mm, preferably from 10 mm to 20 mm, particularly preferably 13 mm; and d. stator inner diameter (SID) from 5 mm to 50 mm, preferably from 10 mm to 20 mm, particularly preferably 14.5 mm.

7. The drive system (100) according to claim 5 or 6, characterized in that the permanent magnet is made of a neodymium-iron-boron alloy, in particular having a corrosion protection coating, and the rotor (232) or the stator (233) is made of an aluminium-nickel-cobalt alloy.

8. The drive system (100) according to one of claims 1 to 7, characterized by at least one clutch assembly (240) for decoupling a rotational movement of the threaded spindle about the spindle axis (SA) from a rotational movement of the drive shaft (201) about the drive axis (AA), wherein the clutch assembly (240) preferably comprises an overload clutch (241), in particular for protecting a door actuated by the drive system (100) and / or a connecting device (120) of the drive system (100) to the door against overload.

9. Use of a drive system (100) according to one of claims 1 to 8 for actuating a door, in particular a vehicle door.

10. Production method (300) for a drive system (100) according to one of claims 1 to 8 comprising at least the following steps: a. applying (310) an adhesive to a brake shaft (231) and / or to a rotor (232) for a hysteresis brake (237) for the drive system (100); b. attaching (320) the rotor (232) directly to the brake shaft (231); and c. cohesive connecting (330) of the rotor (232) to the brake shaft (231) by the adhesive.