ACTUATOR WITH A CONTROL UNIT FOR CONTROLLING A STOP UNIT

Description

[0001] The present invention relates to an actuator for an electrical component of a motor vehicle, in particular for a parking brake, a rear spoiler, a steering wheel, a seat, a sunroof, a window, a door and / or a trunk lid, comprising a drive train comprising a drive transmission, in particular a non-self-locking one, and a drive motor for driving the drive transmission, comprising a locking unit for locking the drive train comprising a self-locking locking transmission operatively connected to the drive transmission and a locking motor for driving the locking transmission, and comprising a control unit for controlling the drive motor and the locking motor.

[0002] From CN 102069790 A, an automatically controlled pressure holding device is known, comprising a dynamo, a self-locking nut and a toothed slide, wherein the dynamo drives the nut which moves the toothed slide back and forth to establish a toothed engagement connection with a brake motor gearbox.

[0003] An electric drive with two motors is known from US Patent 3,127,790 A1. A first motor directly drives an output shaft. A second motor can be engaged via an electromagnetically actuated clutch. Control mechanisms switch between braking and clutch operation. A reduction gearbox with a low output speed is also provided. The control system allows switching between the motors by disconnecting and connecting the respective electrical circuits.

[0004] From EP 3 691 943 B1, a mechanical braking device is known which has an actuating device with two actuating drive sets, wherein a braking element can be moved via a drive and an output side. A relative movement of the drive parts of the two actuating drives causes a movement of the braking element.

[0005] DE 10 2017 011 744 A1 discloses a device with a worm gear and a rotary actuator, in particular an electric motor, wherein the worm gear has a reverse self-locking mechanism. The rotor shaft of the actuator is connected to the worm via a coupling in a rotationally fixed manner. A signal dependent on the direction of rotation is required to release the locking mechanism. The gear teeth are designed such that a minimal backlash is always present. When the signal is applied, the worm gear shaft moves to the unloaded tooth flank. The actuator must have a higher rotational speed than the resulting shaft speed in order to overcome the frictional torques in the sliding bearings.

[0006] From DE 101 49 479 A1, an actuator for movable functional parts in motor vehicles, such as windows, doors, sunroofs, seat adjustments, electric parking brakes, or the like, is known. The actuator comprises a drive motor and a downstream gearbox coupled to the movable functional part. At least one gearbox section is in constant operative engagement with an additional, self-locking worm gear, driven synchronously with the movement of the gearbox section by a drive motor and a worm motor. A disadvantage of this actuator is its very low efficiency.

[0007] The object of the present invention is therefore to create an actuator with which the disadvantages known from the prior art can be eliminated, wherein the actuator is preferably compact, cost-effective, low-maintenance, durable and / or has a high efficiency.

[0008] The problem is solved by an actuator with the features of the independent patent claims.

[0009] An actuator for an electrical component of a motor vehicle is proposed. The electrical component for which the actuator can be used can be, in particular, a parking brake, a rear spoiler, a steering wheel, a seat, a sunroof, a window, a door, and / or a trunk lid. Preferably, the actuator is a parking brake actuator, a rear spoiler actuator, a steering wheel actuator, a seat actuator, a sunroof actuator, a window actuator, a door actuator, and / or a trunk lid actuator. The actuator has a drive train. The drive train includes a drive gearbox. The drive gearbox is, in particular, not self-locking. Furthermore, the drive gearbox has a drive motor for driving the drive gearbox.

[0010] Furthermore, the actuator includes a locking unit for locking the drive train. This locking unit comprises a self-locking locking mechanism that is operatively connected to the drive gear. Through this operative connection, the locking mechanism can lock the drive gear and the drive motor, particularly when the drive motor is not energized. The locking unit also includes a locking motor for driving the locking mechanism. The actuator also includes a control unit for controlling the drive motor and the locking motor. The control unit is designed such that the drive motor and the locking motor can be operated with a time offset, particularly during startup. Additionally, it is advantageous if the control unit is designed such that the drive motor and the locking motor can be operated asynchronously, particularly during startup.Advantageously, the drive motor and the escapement motor can be controlled by the control unit in such a way that a blockage in the escapement mechanism can be avoided and / or resolved. One advantage is that the escapement motor can thus be designed to be very small and low-powered, which in turn reduces the overall size of the actuator and lowers manufacturing costs.

[0011] It is advantageous if the control unit is designed in such a way that the drive motor and the braking motor can be operated synchronously and / or simultaneously, especially during normal operation.

[0012] It is advantageous if the drive gear has at least one rotatably mounted first gear element. Additionally or alternatively, it is advantageous if the escapement gear has at least one rotatably mounted second gear element. The second gear element is preferably operatively connected to the first gear element of the drive gear. The first gear element of the drive gear and the second gear element of the escapement gear are preferably rotatably mounted about a common axis of rotation.

[0013] Additionally or alternatively, it is advantageous if the first gear element has a first toothing and the second gear element has a second toothing that differs from the first toothing.

[0014] It is advantageous if the second gear is designed in such a way that, in conjunction with a third gear element, it enables self-locking of the escapement mechanism. This advantageous design of the second gear, in combination with the third gear element, ensures effective self-locking in the escapement mechanism. This leads to increased safety and reliability of the entire system. The benefit lies in improved operational safety and thus greater user-friendliness.

[0015] It is also advantageous if the escapement mechanism includes a third gear element. This third gear element preferably has a third tooth that corresponds to the second tooth of the second gear element. This corresponding third tooth of the third gear element enables efficient transmission of forces and movements within the escapement mechanism. This ensures optimal performance and efficiency of the system. Increased efficiency and improved system durability are the resulting benefits.

[0016] It is advantageous if the second and third gear elements are directly meshed with each other. Direct meshing between the second and third gear elements results in a direct and efficient power transmission. This enables higher performance and lower energy loss. The benefits include improved energy efficiency and reduced operating costs.

[0017] It is advantageous if the escapement mechanism includes or is a worm gear. The worm gear comprises a worm and a worm wheel, with the worm wheel preferably forming the second gear element and / or the worm preferably forming the third gear element. A worm gear in the escapement unit offers a compact and efficient way to implement self-locking.

[0018] In an advantageous embodiment, the drive transmission comprises a fourth transmission element. The fourth transmission element is preferably rotatably mounted about the common axis of rotation. Preferably, the fourth transmission element is located downstream of the first transmission element in the drive direction. Downstream transmission elements and / or downstream gear stages of the drive train can be driven via the fourth transmission element. Alternatively, the fourth transmission element can also be configured as a transmission output.

[0019] In order to design the actuator in the most space-saving way possible, it is advantageous if the first gear element is arranged in the axial direction of the common axis of rotation between the second and fourth gear elements.

[0020] It is also advantageous if the first, second, and / or fourth gear elements are jointly designed as a rotationally fixed unit. This rotationally fixed unit can be designed with or without backlash in the circumferential and / or axial direction of the common axis of rotation. Accordingly, a clearance can be present between the first, second, and / or fourth gear elements, allowing these gear elements to rotate relative to each other within the circumference of the common axis of rotation. A rotationally fixed unit that can rotate within the limits of its clearance is considered rotationally fixed according to the present invention. It is advantageous if the rotationally fixed unit is designed as a multi-gear unit, in particular a double or triple gear unit. This allows the actuator to be designed very compactly and with minimal installation space.

[0021] To reduce the design effort of the actuator, it is advantageous if the first, second and / or fourth gear element of the rotationally fixed unit, in particular the entire rotationally fixed unit, is designed in one piece, especially in one piece of material.

[0022] It is also advantageous if the rotationally fixed unit is designed in multiple parts. In this case, it is advantageous if the first, second, and / or fourth gear elements of the rotationally fixed unit are connected to one another. This connection between the first, second, and / or fourth gear elements can preferably be detachable and / or permanent. Additionally or alternatively, it is advantageous if the first, second, and / or fourth gear elements are connected to one another by positive locking, force locking, and / or material locking.

[0023] InIn an advantageous embodiment of the invention, a clearance is formed between the first and second gear elements, which are connected to each other in a rotationally fixed manner, so that the first and second gear elements can rotate relative to each other in the circumferential direction of the common axis of rotation within the limits of this clearance. This prevents damage to the gear elements, particularly when the drive gear and the escape gear are operated asynchronously.

[0024] It is advantageous if the first and second gear elements are connected to each other via a keyway connection, particularly one with or without play. This allows for a very cost-effective and precise, rotationally rigid connection between the first and second gear elements.

[0025] In an advantageous embodiment of the invention, the actuator comprises a housing. Preferably, the rotationally fixed unit is arranged in the housing. Additionally or alternatively, it is advantageous if the rotationally fixed unit is rotatably mounted relative to the housing. Additionally or alternatively, it is advantageous if the actuator comprises at least one support element. The support element can be arranged in the housing and / or connected to it, in particular detachably.

[0026] It is also advantageous if the actuator comprises at least one bearing element, in particular an axle, a shaft and / or a bearing pin. Preferably, the rotationally fixed unit is mounted via the at least one bearing element in at least one bearing area, in particular of the housing and / or the support element. The rotationally fixed unit is preferably rotatably mounted about the common axis of rotation.

[0027] Preferably, the actuator has an output shaft, which is formed in particular by the fourth gear element. Alternatively, it is advantageous if the output shaft is operatively connected to the rotationally fixed unit, in particular to the first or fourth gear element, either directly or indirectly via at least a fifth gear element.

[0028] It is advantageous if the drive motor is located within the housing. It is also advantageous if the drive motor is positioned upstream of the drive gearbox and / or is operatively connected to the drive gearbox, particularly to the first gearbox element. A drive force can then be transmitted from the drive motor to the output shaft via the drive gearbox.

[0029] To transmit the driving force from the drive motor to the drive gearbox, it is advantageous if the drive gearbox includes a motor pinion that is fixedly mounted on a first motor shaft of the drive motor. Additionally or alternatively, it is advantageous if the motor pinion is operatively connected to the first gearbox element, particularly directly or indirectly.

[0030] In an advantageous embodiment of the invention, the motor pinion is indirectly connected to the first transmission element via at least a sixth transmission element, in particular via a gear, a belt and / or a bevel gear.

[0031] It is advantageous if the first, second, fourth, fifth and / or sixth transmission element is designed as a gear.

[0032] It is advantageous if the escapement motor is arranged in the housing. It is also advantageous if the escapement motor is located upstream of the escapement mechanism and / or is operatively connected to the escapement mechanism, in particular to the second and / or third gear element.

[0033] It is advantageous if the braking motor includes a second motor shaft and / or if the third gear element is arranged, particularly directly, on this second motor shaft in a rotationally fixed manner. This allows the actuator to be designed very compactly.

[0034] It is advantageous if only the drive motor, and not the stop motor, is used to drive and position the actuator. In this context, it is advantageous if the stop motor is smaller and / or has a lower electrical power rating compared to the drive motor.

[0035] In this regard, it is also advantageous if the escapement motor is so small and / or has such low electrical power that, in normal use, a blockage of the escapement mechanism can only be resolved with the assistance of the drive motor. In the event of a blockage, the second gear element, in particular the worm gear, and the third gear element, in particular the worm, are preferably wedged together.

[0036] In order to design the actuator in the most space-saving way possible, it is advantageous if the first motor shaft of the drive motor is arranged parallel to the common axis of rotation and / or radially spaced from it.

[0037] Additionally or alternatively, it is advantageous if the second motor shaft of the escapement motor is arranged at an angle, particularly perpendicular, to the common axis of rotation and / or to the second motor shaft of the drive motor, preferably in at least one view.

[0038] Furthermore, it is advantageous if the second motor shaft of the escapement motor is arranged at an angle to the common axis of rotation and / or to the first motor shaft of the drive motor. This allows the actuator to be designed in a very space-saving manner.

[0039] Preferably, the control unit is an actuator control unit. In this case, the actuator control unit preferably forms a single structural unit with the actuator housing and / or is integrated into this housing. Alternatively, it is advantageous if the control unit is a component-control unit. In this case, the component-control unit and the housing are structurally separate. The component-control unit can therefore be a control unit of a higher-level system, for example, a parking brake and / or a motor vehicle.

[0040] It is advantageous if the actuator is designed such that the drive motor and the brake motor can be controlled and / or powered separately and / or independently of each other by the control unit. Additionally or alternatively, it is advantageous if the drive motor and the brake motor each have their own power supply and / or voltage supply.

[0041] In an advantageous embodiment of the invention, the control unit is configured such that the drive motor and the brake motor can be operated in at least one start-up mode to prevent and / or release a blockage of the brake mechanism. In intended use, the blockage is formed, in particular, between the second and third gear elements, wherein preferably a tooth flank of the third gear element is blocked with a corresponding tooth flank of the second gear element. Preferably, the control unit is configured such that it can operate the drive motor and the brake motor, particularly during restarting after a standstill and / or during a reversal of the actuator's direction of rotation, in at least one start-up mode to prevent and / or release a blockage of the brake mechanism.Additionally or alternatively, the control unit is designed in such a way that the drive motor and the braking motor can be operated in normal operation to position the assembly.

[0042] It is advantageous if the control unit is designed such that the drive motor and the braking motor can be operated asynchronously, particularly during startup, and / or synchronously, particularly during normal operation. In synchronous operation, the gear elements of the drive gear and the braking gear, especially those corresponding to each other, move synchronously with one another. In asynchronous operation, these elements move asynchronously with each other.

[0043] According to an advantageous embodiment of the invention, the control unit is designed such that, during normal operation, it operates the escapement motor, particularly in relation to the drive motor, in such a way that a first tooth flank of the third gear element leads a corresponding second tooth flank of the second gear element, preferably by a distance. Additionally or alternatively, it is advantageous if the control unit is designed such that, during normal operation, it operates the escapement motor, particularly in relation to the drive motor, in such a way that a second tooth flank of the third gear element lags a corresponding second tooth flank of the second gear element, preferably by a distance. This avoids friction losses in the escapement gear, thus increasing the efficiency of the actuator.

[0044] It is advantageous if the control unit is designed such that it can operate the actuator in several start-up cycles to prevent and / or release the blockage of the escapement mechanism. In this regard, it is advantageous if the control unit is designed such that, in a first start-up cycle to prevent and / or release the blockage of the escapement mechanism, it first energizes the escapement motor and only after an initial time window, and especially additionally, energizes the drive motor. For this purpose, it is advantageous if the initial time window, especially as a corresponding value, is stored in the control unit and / or set by the control unit.

[0045] Additionally or alternatively, it is advantageous if the control unit is designed such that, during the initial start-up, the deceleration motor is first energized in such a way that the third gear element is rotated in a direction corresponding to a planned positioning movement of the actuator. Preferably, this causes the tooth flank of the third gear element that is adjacent to or in contact with the corresponding tooth flank of the second gear element to move away from this corresponding tooth flank of the second gear element. Advantageously, this prevents a collision between the second and third gear elements when the drive motor is energized. Furthermore, a blockage between the second and third gear elements can be released by moving the third gear element away.

[0046] In an advantageous further development of the invention, the control unit is designed such that the drive motor is energized in the first start-up operation after the first time window in such a way that the second gear element is rotated in a direction of rotation that corresponds to the planned positioning movement of the actuator.

[0047] Preferably, this causes the tooth flank of the second gear element to follow the corresponding and moving tooth flank of the third gear element.

[0048] In this context, it is also advantageous if the first time window is set and / or determined by the control unit in such a way that the rotation of the second gear element begins before the other, moving tooth flank of the third gear element collides with the corresponding tooth flank of the second gear element. This prevents a collision between the tooth flanks of the second gear element.

[0049] The control unit is designed such that, in a second start-up phase to prevent and / or release the blockage of the escapement mechanism, it first activates, in particular energizes, the drive motor, and only after a second time window does it additionally activate, in particular energize, the escapement motor. Preferably, a corresponding value for the second time window is stored in the control unit and / or determined and / or set by the control unit. Additionally or alternatively, it is advantageous if the control unit is designed such that, in the second start-up phase, it simultaneously with or after activating and / or energizing the escapement motor, reverses the direction of rotation of the drive motor.

[0050] In this context, it is advantageous if the control unit is designed such that, during the second start-up phase, the drive motor is first energized, in particular powered, in such a way that the second gear element is rotated in a direction that corresponds to or is opposite to the planned actuating movement of the actuator. Preferably, this causes the tooth flank of the second gear element that is adjacent to or in contact with the corresponding tooth flank of the third gear element to move away from the corresponding tooth flank of the third gear element, thus preferably releasing a blockage.

[0051] It is also advantageous if the control unit is designed such that, in the second start-up phase – when the second gear element has been rotated in a direction opposite to the planned positioning movement of the actuator – the drive motor is subsequently controlled, in particular energized, in such a way that its direction of rotation reverses. This causes the second gear element to preferably rotate in the direction corresponding to the planned positioning movement of the actuator.

[0052] It is advantageous if the control unit is designed in such a way that it energizes the inhibiting motor in the second start operation after the second time window in such a way that the third gear element is rotated in a direction of rotation that corresponds to the planned positioning movement of the actuator, so that the tooth flank of the third gear element lags behind the corresponding and moving tooth flank of the second gear element.

[0053] It is also advantageous if the control unit is designed in such a way that the second time window is set and / or determined by the control unit in such a way that the rotation of the third gear element begins before the other, moving tooth flank of the second gear element collides with the corresponding tooth flank of the third gear element.

[0054] It also offers advantages if the control unit is designed in such a way that it operates the drive motor and the braking motor first in start-up mode and / or subsequently in normal operation after each standstill and / or each reversal of the direction of rotation of the actuator.

[0055] It is advantageous if the control unit contains a current limit value for the drive motor and / or the braking motor. Additionally or alternatively, it is advantageous if the control unit is designed to operate the drive motor and the braking motor in start-up mode if at least one current limit value has been exceeded. Additionally or alternatively, it is advantageous if the control unit is designed to operate the drive motor and the braking motor in start-up mode after a standstill and / or after a reversal of the actuator's direction of rotation, and / or, in particular, only if at least one current limit value has been exceeded, especially immediately after start-up, immediately after a reversal of the direction of rotation, and / or immediately before the last standstill.

[0056] It is advantageous if the inhibiting unit comprises at least one sensor, in particular a rotation angle sensor and / or an end position sensor. Preferably, the sensor is designed such that a relative position between the second tooth of the second gear element and the third tooth of the third gear element and / or a blockage can be detected and / or determined with it, in particular indirectly or directly.

[0057] In an advantageous embodiment of the invention, the at least one sensor is arranged on the brake motor. Additionally or alternatively, the at least one sensor and / or the control unit is designed such that the position of the second and / or third gear element, which is preferably adjustable between two end stops within a position range, can be determined.

[0058] It is advantageous if the control unit has at least one start operating range stored for the second and / or third gear element, which forms a sub-range of the positioning range. Additionally or alternatively, it is advantageous if the control unit is designed such that it operates the drive motor and the braking motor in start mode, in particular only when the actual position of the second and / or third gear element, as detected by the sensor, is within the stored start operating range.

[0059] In an advantageous embodiment of the invention, the sensor is configured such that it can detect a first relative position between a first tooth flank of the third gear element and a corresponding first tooth flank of the second gear element. Additionally or alternatively, the at least one sensor is configured such that it can detect a second relative position between a second tooth flank of the third gear element and a corresponding second tooth flank of the second gear element.

[0060] Furthermore, a method for operating an actuator is proposed. The actuator is preferably designed according to the preceding description, wherein the aforementioned features can be present individually or in any combination.

[0061] It is advantageous if the actuator and / or the method is designed according to the following description, whereby the aforementioned features can be present individually or in any combination. Preferably, the actuator, which is used particularly in a vehicle, has a self-locking function and / or high efficiency. After the self-locking function has been engaged, the actuator does not require maintenance or any other release from the locking function, but is fully functional. The actuator comprises a drive motor, particularly a large one, and / or a locking motor, particularly a small one. The large drive motor drives the first gear element with its pinion. The pinion and the first gear element are not self-locking. The locking motor drives the self-locking third gear element, particularly the worm gear.The (particularly small) self-locking motor with its worm gear implements the self-locking function in the actuator. The self-locking motor and the worm gear are designed to rotate quickly enough when the drive motor is operating with the drive gearbox, and / or, as far as the gearbox backlash allows, to slightly precede it without contributing anything to the drive at the gearbox output, so that they do not slow down the drive gearbox and / or unintentionally lock it suddenly. The self-locking motor and the third gear element, especially the worm gear, are preferably not designed to also drive the drive gearbox.

[0062] The braking motor and the third gear element, in particular the self-locking worm gear, are not decoupled from the drive gear, but are permanently in operative connection with it.

[0063] Due to the gear geometry, it is virtually impossible for the motor pinion and the third gear element, in particular the self-locking worm, to engage in the same gear teeth and jointly drive the same gear via the same gear geometry. Therefore, the drive motor preferably drives the first gear element with its motor pinion, and the self-locking motor preferably drives the second gear element, in particular the worm gear, with its third gear element, in particular its worm gear. For this purpose, the first gear element, in particular a spur gear, and the second gear element, in particular the worm gear, are connected to each other in a rotationally fixed manner to a large extent. This means that in a one-piece design of the first and second gear elements, the two are connected to each other in a rotationally fixed manner.In a multi-part design of the first and second gear element, a rotationally fixed connection between them can be formed with or without play.

[0064] The first and second gear elements can be formed as a single piece or as multiple parts. If the first and second gear elements are formed as multiple parts, they can be connected to each other without rotational play, for example, by press fitting or positive locking. However, for tolerance reasons, it can also be advantageous if the first and second gear elements are connected without rotational play but with some clearance. This means that the clearance only allows a certain degree of rotation of the second gear element relative to the first. This can be achieved, for example, by a hub on the first gear element and a slightly larger groove on the second gear element. The hub and groove can also be located on the other component. Multiple corresponding hubs and grooves can be formed on the two components.

[0065] If the actuator is used in applications requiring a high reduction ratio and / or limited installation space, such as for an electric parking brake, a fourth gear element can be non-rotatably connected to the first gear element and / or the second gear element, particularly the worm gear. These then together form a triple gear. The triple gear preferably comprises the worm gear, a spur gear designed as the first gear element, and another spur gear designed as the fourth gear element. These can be individually or collectively designed as single units or in multiple parts. In the triple gear, the fourth gear element drives the next gear stage.

[0066] In an alternative design, for example if a large reduction ratio is not required, the second gear element, in particular the worm gear, and the first gear element can be designed as a double gear. In this case, the first gear element drives the next gear stage or the gear output.

[0067] The triple or double gear is preferably mounted in and / or on the housing or other components, such as a support element and / or a carrier plate, via a bearing pin. The bearing pin can be fixed in its bearing position to prevent rotation. Alternatively, the bearing pin can be fixed to the triple or double gear. In this case, it is rotatably mounted in at least one bearing position in the housing or a housing component.

[0068] As an alternative to at least one bearing pin, a shaft can be used on which the double gear is fixedly mounted. This shaft can form the output shaft of the actuator. This is particularly advantageous with a double gear, preferably without any further reduction.

[0069] It is advantageous if the first gear element, which is part of the triple or double gear, does not have to follow the drive motor and / or the motor pinion directly as a gear stage. Instead, further gear stages or transmission elements such as belt drives, bevel gears, etc., can be present between the motor pinion and the first gear element.

[0070] It can also be advantageous to position the triple or double gear, and thus the escapement motor and the third gear element, especially the worm gear, closer to the gearbox output. This allows the escapement unit to protect the gear stages between the drive motor and the triple or double gear from continuous adverse stress (e.g., in the case of plastic gears with creep behavior) or damage.

[0071] To ensure that the actuator remains functional without maintenance even after the self-locking mechanism has engaged under load, and that the worm gear does not become blocked, it is advantageous if the drive motor and the locking motor are not simultaneously controlled during subsequent operation after the self-locking mechanism has engaged under load.

[0072] A problem can arise when the worm gear jams after the self-locking mechanism engages under load and a low-power locking motor is used to drive the third gear element, particularly the worm. This jamming occurs due to the second gear element, especially the worm wheel, and the third gear element, especially the worm, becoming jammed. This jamming is triggered, for example, by a high load on the second gear element, a change in the actuator's direction of rotation, or by vibrations. The jamming occurs when the worm engages with the worm wheel, specifically when the worm comes to rest too close to one side of the worm wheel's tooth flank, such as when the actuator stops.If the direction of rotation of the gearbox changes and the drive motor and the escape motor are energized simultaneously, a situation arises where, when the worm and worm wheel move in the same direction, the worm collides with a tooth flank of the worm wheel, causing the worm gear to jam. The escape motor is preferably designed to be small. Therefore, it is preferably less powerful than the drive motor, so that the escape motor cannot move the worm out of the jammed position, since the tooth flank of the worm wheel is also pushed towards the worm by the significantly more powerful drive motor, thus perpetuating the jamming. This problem can be solved if the drive motor and the escape motor can be controlled independently.It is advantageous if the less powerful braking motor and the more powerful drive motor are controlled before normal operation of the actuator in such a way as to prevent or release the worm gear from jamming. This can be achieved via two jamming release operations: the first start operation, or preemptive jamming release operation, and the second start operation, or reliable jamming release operation. These jamming release operations can be used individually or in combination, depending on the application. Normal operation, in which both motors are controlled simultaneously, is referred to as normal operation.

[0073] As previously described, a change in the direction of rotation of the drive gear after a standstill can quickly lead to a blockage of the escapement gear, particularly the worm gear. To prevent this blockage, the escapement gear is operated in a pre-start mode, or pre-blockage release mode, after the standstill. For this, the small escapement motor is first energized for a specific period and rotates in the desired direction. Then, the large drive motor is energized in the desired direction. This operating mode causes the worm to slightly precede the worm wheel; that is, if the worm is too close to the tooth flank of the worm wheel after the standstill, it can move away before colliding with the tooth flank.

[0074] If the actuator is to be designed cost-effectively, additional sensors can be omitted. In this case, the exact position of the worm gear between the two tooth flanks of the worm wheel is unknown to the control unit. The control unit is then preferably designed such that, after each standstill of the actuator, it operates the actuator in the initial start-up or blockage-release mode. Consequently, the locking motor is first energized in the desired direction of rotation for a certain period before the drive motor is also energized in the desired direction of rotation.

[0075] It is also possible that the worm gear, when stationary, is located close to a tooth flank of the worm wheel and, during initial start-up or blockage release operation, engages one of the tooth flanks of the worm wheel before the drive motor, via the drive gearbox, moves the worm wheel in the desired direction of rotation. However, this will only prevent the worm gear from locking up if the worm wheel is driven by the more powerful drive motor and thus does not become jammed by the worm engaging the tooth flank.

[0076] The initial start-up or blockage release mode is sufficient for applications where there is no significant load on the worm gear. When using sensors to detect the worm's position, such as a rotary angle sensor, the control unit can be designed so that the actuator is typically controlled during normal operation and only engages in the initial start-up or blockage release mode if, when the actuator is stationary, the worm comes too close to a tooth flank of the worm gear and movement in the desired direction would cause a collision.

[0077] If neither motor is driving and the self-locking mechanism of the worm gear, particularly the drive gear, prevents the reverse rotation of the drive gear and the drive motor, the worm gear often locks up, especially under heavy load. In this case, the self-locking mechanism of the worm gear does not release. To prevent this, subsequent asynchronous and / or sequential control of the motors is advantageous.

[0078] To reliably release the self-locking mechanism on the worm gear, the worm must be disengaged from the worm wheel during startup or when reversing the direction of rotation. This is achieved by briefly energizing the drive motor in the opposite direction. During this brief energization of the drive motor, the locking motor is also energized in the opposite direction and / or in the desired direction, or started. The reverse rotation of the drive motor transmits a corresponding torque to the first gear element. Since the first and second gear elements, particularly the worm wheel, are rotationally fixed and operatively connected, the torque is also applied to the second gear element, causing it to rotate slightly in the opposite direction. Consequently, the load from the worm wheel to the worm is no longer present.Simultaneously, the locking motor drives the worm gear in the desired direction, allowing it to move and advance again. Next, the drive motor must be energized in the desired direction of rotation. The self-locking mechanism is now successfully released, preventing a blockage. The actuator can therefore be safely disengaged from the self-locking position without causing the worm gear to lock, or an existing blockage in the worm gear can be resolved in this way.

[0079] The control unit for the drive motor and / or the braking motor can be located either in the housing of the actuator itself or in another control unit of the vehicle.

[0080] Some actuators frequently jam due to high applied loads or a very small holding motor. In these cases, it can be advantageous for the control unit to always activate the drive motor and / or the holding motor in the first or second start-up or jam-releasing mode after being switched off. This ensures that the actuator is always functional. No additional sensors are required in this case, allowing for a more cost-effective actuator design. However, at least one sensor could be added if needed.

[0081] For actuators used as electronic parking brakes, operation in the second start mode or second lockout release mode is preferred, as electronic parking brakes subject the gearbox output to high loads. Furthermore, high reliability is essential in this application to ensure the parking brake releases. For rear spoilers or power windows, the first start mode or first lockout release mode would suffice.

[0082] There are actuators where, only rarely during operation, for example due to vibrations, temperature fluctuations, or extended periods of inactivity, a high load is applied to the worm gear and worm. In these applications, the actuator could usually be operated in normal mode, with the drive motor and the deceleration motor powered and / or driven in parallel and / or synchronously. However, in the event of a blockage, the actuator would require maintenance and would be inoperable. To avoid maintenance, the actuator could be operated in one or both of the aforementioned starting modes, particularly as soon as a blockage is detected by the control unit.

[0083] The control unit can be designed so that, under normal operating conditions, both motors are initially controlled and operated simultaneously. The drive motor and the braking motor preferably each have their own separate current and voltage supply.

[0084] It is advantageous to define a current limit for the actuator's braking motor and / or drive motor during normal operation. This current limit is below, or can be identical to, a stored maximum current value. The maximum current value serves as protection to prevent damage to the drive gear and / or braking gear due to overload. If the braking motor and / or drive motor exceeds the current limit shortly after the actuator starts during normal operation, blockage of the worm gear is very likely. The same applies if the actuator stops during normal operation and the current limit is exceeded shortly before coming to a standstill. In one or all of the above cases, it is advantageous if the control unit operates the drive motor and the braking motor in one of the two start-up modes upon the next power-up.

[0085] The control unit can additionally or alternatively be designed so that, after reaching the current limit during normal operation and switching off both motors in the first step, the starting process is initiated in the first start mode. If the blockage cannot be resolved by the first start mode—for example, because the load on the worm gear is too high, which can be detected by exceeding the current limit or a predefined time value—the starting process is initiated in the second step in the second start mode. The defined current limits for normal operation, the first start mode, and / or the second start mode can be identical or different.

[0086] If the current remains below the current limit during normal operation of the actuator and both motors are switched off, the two motors will be controlled simultaneously during normal operation the next time they are switched on.

[0087] The position of the worm gear can be determined using sensors, such as angle sensors or end-position sensors, particularly those on the locking motor. There is a predefined starting operating range or position range for the third gear element, especially the worm gear, which is determined by the control unit. The starting operating range is selected such that blockage of the third gear element, especially the worm gear, is highly probable within this range. This can be determined empirically, for example, through numerous tests. If the control unit determines, particularly using at least one sensor, that the third gear element, especially the worm gear, is within the starting operating range or defined position range, the control unit selects at least one starting mode the next time the system is switched on and / or when the direction of rotation is reversed.If the third gear element is outside the starting operating range during these events, the actuator will operate in normal mode.

[0088] Further advantages of the invention are described in the following exemplary embodiments. These show: Figure 1 a schematic sectional view of an actuator according to a first embodiment, Figure 2 a schematic sectional view of an actuator according to a second embodiment, Figure 3a - 3c a schematic sectional view of a second and third gear element of a brake gear of an actuator at different times during an initial start-up operation, Figure 4a - 4c a schematic sectional view of the second and third gear elements of the actuator's brake mechanism at different times during a second start-up operation for a first direction of rotation and Figure 5a - 5ca schematic sectional view of the second and third gear elements of the actuator's locking mechanism at different times during the second start operation for a second direction of rotation opposite to the first direction of rotation.

[0089] Figure 1 and 2 Two exemplary embodiments of an actuator 1 are shown in a schematic sectional view. Their operating principle, which is described in the Figures 3a to 5c As will be explained, these actuators 1 are identical to each other. They differ only in a few structural modifications, which are explained in detail in the following description. For features of the in Figure 1 illustrated embodiment and features of the Figure 2The same reference numerals are used for the illustrated embodiments, which are identical in their design and / or function. Unless otherwise explained below, their design and / or function corresponds to the design and / or function of the features already described above.

[0090] The actuator 1 according to Figure 1 and Figure 2 The actuator 1 is intended for use in an electrical component of a motor vehicle. The electrical component, not shown, for which the actuator 1 can be used, can in particular be a parking brake, a rear spoiler, a steering wheel, a seat, a sunroof, a window, a door, and / or a trunk lid. Preferably, the actuator 1 is a parking brake actuator, a rear spoiler actuator, a steering wheel actuator, a seat actuator, a sunroof actuator, a window actuator, a door actuator, and / or a trunk lid actuator.

[0091] According to Figure 1 The actuator 1 comprises a drive train 2, via which a drive force can be transmitted to position the desired component. The drive train 2 includes a drive motor 3. This is preferably an electric motor that can be energized. The drive motor 3 has a first motor shaft 4.

[0092] Furthermore, the drive train 2 includes a drive gearbox 5. This gearbox is not self-locking. Consequently, it can be moved, in particular rotated backwards, by a force applied to the gearbox output of the drive gearbox 5 when the drive motor 3 is switched off and / or not energized.

[0093] The drive transmission 5 comprises a motor pinion 6 which is non-rotatably connected to the first motor shaft 4. The drive transmission 5 also includes a rotatably mounted first transmission element 7. This is preferably a gear, in particular a spur gear. According to the Figure 1 In the illustrated embodiment, the first gear element 7 meshes with the motor pinion 6. Consequently, the first gear element 7 is directly mechanically connected to the motor pinion 6. The first gear element 7 has a first toothing 8. When the motor pinion 6, as in the illustration shown in Figure 1In the illustrated embodiment, if the motor pinion 6 is directly mechanically connected to the first gear element 7, then the motor pinion 6 has teeth corresponding to the first teeth 8 of the first gear element 7. Alternatively, however, it is also possible that, in an embodiment not shown here, at least a sixth gear element is arranged between the motor pinion 6 and the first gear element 7. The sixth gear element can be a gear, a belt, and / or a bevel gear. Consequently, in this alternative embodiment, the motor pinion 6 would be mechanically connected to the first gear element 7 indirectly via the at least one sixth gear element.

[0094] The drive train 2 exhibits according to Figure 1An output shaft 9 extends from the output shaft. The output shaft 9 can form the gearbox output of the actuator 1. However, it is also possible that at least one further gearbox element and / or another gearbox stage is connected to the output shaft 9, which, for example, converts the rotational motion of the output shaft 9 into a translational motion. Additionally or alternatively, at least one planetary gear stage can also be connected here.

[0095] As from Figure 1 As can be seen, the drive train 2, according to the illustrated embodiment, comprises a fourth gear element 10. This is connected downstream of the first gear element 7 in the output direction of the drive train 2. This fourth gear element 10 can also preferably be a gear, in particular a spur gear. According to the illustration, the fourth gear element 10 is Figure 1At least one fifth gear element 11 is connected downstream. The fourth gear element 10 and the fifth gear element 11 are directly mechanically connected and / or mesh together. The fifth gear element 11 is rotationally fixed to the output shaft 9. The fifth gear element 11 and the output shaft 9 can be formed as a single unit.

[0096] In an alternative embodiment not shown here, the actuator 1 can also be configured such that the fourth gear element 10 forms the output shaft 9 and / or is configured as such. In this case, the fourth gear element 10 need not have any teeth.

[0097] According to the present embodiment, a drive force generated by the drive motor 3 is transmitted via the motor pinion 6 to the first gear element 7. The fourth gear element 10 is rotationally fixed to the first gear element 7. The fourth gear element 10 and the first gear element 7 can be separate parts that are rotationally fixed to each other. Alternatively, they can also be connected by a single piece. Consequently, the fourth gear element 10 rotates together with the first gear element 7. The fourth gear element 10 meshes with the fifth gear element 11 and thereby transmits the drive force to the output shaft 9. As shown, the output shaft 9 is preferably rotationally fixed to the fifth gear element 11.

[0098] If a reverse force is applied to the output shaft 9 (e.g., in the case of an activated parking brake), the drive gearbox 5 and the drive motor 3 will rotate backward as soon as no opposing force is applied by the drive motor 3. This is due to the non-self-locking design of the drive gearbox 5. While the high efficiency of the non-self-locking drive gearbox 5 is an advantage, self-locking of the actuator 1 is essential for many applications.

[0099] Therefore, the actuator 1 comprises, according to the in Figure 1In the illustrated embodiment, an escapement unit 12 is shown. This unit includes an escapement motor 13. The escapement motor 13 is preferably an electric motor and / or comprises a second motor shaft 14. Furthermore, the escapement unit 12 includes an escapement gearbox 15. The escapement gearbox 15 is connected downstream of the escapement motor 13. It has at least one rotatably mounted second gearbox element 16. The escapement gearbox 15 also includes a rotatably mounted third gearbox element 18. The second gearbox element 16 and the third gearbox element 18 are arranged according to Figure 1 to each other, in particular directly (i.e., without the interposition of another gear element) in a mechanical operative connection. Accordingly, these preferably mesh directly with each other and / or are toothed together.

[0100] The second gear element 16 has a second tooth 20. Compared to the first tooth 8 of the first gear element 7, the second tooth 20 of the second gear element 16 is designed differently. Accordingly, the first tooth 8 of the first gear element 7 is preferably designed such that it does not form a self-locking mechanism when interacting with another gear element, in this case, in particular, the motor pinion 6. For example, the first tooth 8 of the first gear element 7 can be a helical tooth. In contrast, the second tooth 20 of the second gear element 16 is designed such that it forms a self-locking mechanism when interacting with another gear element, in this case, in particular, the third gear element 18. For this purpose, the second tooth 20 is, for example, a worm gear tooth. The third gear element 18, in particular the worm 19, has a third tooth 21.This third toothing 21 corresponds to the second toothing 20 of the second gear element 16 in such a way that, together, they form a self-locking mechanism of the locking gear 15.

[0101] To provide the escapement mechanism 15 with a correspondingly self-locking effect, it is advantageous if the escapement mechanism 15 comprises, in particular, a worm gear or is designed as a worm gear. The worm gear here has a worm 19, preferably on the drive side, and a worm wheel 17, in particular on the output side. In the Figure 1In the illustrated embodiment, the second gear element 16 is designed as a worm gear 17. Furthermore, the third gear element 18 is designed as a worm 19. Alternatively, this could also be configured in reverse. Consequently, the second gear element 16 and the third gear element 18 have corresponding teeth – namely the second tooth 20 and the third tooth 21 – which, in their interaction, cause the self-locking of the escapement mechanism 15. The worm gear 17 engages directly with the worm 19, particularly with its third tooth 21, especially with its second tooth 20.

[0102] According to Figure 1 The third gear element 18, in particular the worm 19, is arranged in a rotationally fixed manner on the second motor shaft 14 of the brake motor 13.

[0103] In order for the escapement unit 12 to lock the drive train 2, the escapement gear 15 is mechanically connected to the drive gear 5, in particular via an interface (preferably rotationally fixed). This interface is formed between the first gear element 7 of the drive gear 5 and the second gear element 16 of the escapement gear 15. For this purpose, the first gear element 7 and the second gear element 16 are located on a common axis of rotation 22. Both the first gear element 7 and the second gear element 16 are rotatably mounted about this common axis of rotation 22, in particular together. In order for the self-locking effect or the locking force of the escapement gear 15 to be transmitted to the drive gear 5, especially when the drive motor 3 is switched off, the second gear element 16 is rotationally fixed to and / or coupled with the first gear element 7.The first gear element 7 of the drive gear 5 and the second gear element 16 of the escape gear 15 therefore form a rotationally fixed unit 23 which is rotatably mounted about the common axis of rotation 22.

[0104] According to the in Figure 1In the first illustrated embodiment, the first gear element 7 and the second gear element 16 are separate parts, in particular gears, which are connected to each other, in particular detachably and / or permanently, so that they rotate together as a rotationally fixed unit 23. The first gear element 7 and the second gear element 16 can be connected to each other by positive locking, force locking, and / or material locking. The components of the rotationally fixed unit 23 can be connected to each other with or without play in the circumferential direction of the common axis of rotation 22. Accordingly, for example, a clearance can be formed between the first gear element 7 and the second gear element 16, to which it is rotationally fixed, so that they can rotate relative to each other in the circumferential direction of the common axis of rotation 22 within the limits of this clearance. Relative rotation within the limits of this clearance is therefore also understood as a rotationally fixed connection.This prevents damage to the first gear element 7 and / or the second gear element 16 during asynchronous and / or time-delayed control of the drive motor 3 and the brake motor 13, when corresponding tooth flanks of the first gear element 7 and the second gear element 16 collide. Furthermore, a suitably designed clearance allows a blockage between the second gear element 16 and the third gear element 18 to be released with less force.

[0105] If, during normal use with the drive motor 3 deactivated, a reverse rotational force is applied to the output shaft 9, which would cause the drive gearbox 5 and the first motor shaft 4 to rotate backwards, this reverse rotational force also acts on the locking mechanism 15 due to the non-rotating connection between the first gearbox element 7 and the second gearbox element 16. Since the locking mechanism 15 is self-locking due to the gearing between the second gearbox element 16 and the third gearbox element 18, a counteracting force acts on the reverse rotational force. This counteracting force is transmitted to the first gearbox element 7 via the interface or non-rotating connection between the first gearbox element 7 and the second gearbox element 16. This prevents the drive gearbox 5 from rotating backwards.

[0106] According to Figure 1The fourth gear element 10, like the first gear element 7 and the second gear element 16, is rotatably arranged on the common axis of rotation 22. Consequently, the first gear element 7, the second gear element 16, and / or the fourth gear element 10 are arranged concentrically, particularly with respect to the common axis of rotation 22. The first gear element 7 is arranged axially to the common axis of rotation 22 between the second gear element 16 and the fourth gear element 10. The fourth gear element 10 is arranged according to the diagram in Figure 1In the illustrated embodiment, a separate part is connected, in particular detachably or permanently, to the first gear element 7 in a rotationally fixed manner. The connection between the first gear element 7 and the fourth gear element 10 can be positive-locking, force-locking, and / or material-locking. Furthermore, a clearance can be formed between the first gear element 7 and the fourth gear element 10 in the circumferential direction of the common axis of rotation 22, so that they can rotate circumferentially within the limits of this clearance. According to the illustration in Figure 1 In the illustrated embodiment, the fourth gear element 10 is thus part of the rotationally fixed unit 23. In an embodiment not shown here, however, it is also conceivable that the first gear element 7 and the fourth gear element 10 are formed as a single piece. Alternatively, the first gear element 7 and the second gear element 16 can also be formed as a single piece.

[0107] A rotationally fixed connection between the first gear element 7 and the second gear element 16 and / or a rotationally fixed connection between the first gear element 7 and the fourth gear element 10 can be formed, in particular, by means of a keyway connection, preferably with or without play. This connection can be formed directly between the aforementioned components or indirectly via another component, such as a shaft.

[0108] As from Figure 1As can be seen, the rotationally fixed unit 23 is received in a first bearing area 24 and / or a second bearing area 25 and / or rotatably mounted therein, so that it can rotate about the common axis of rotation 22. The actuator 1 comprises a housing 28. The first bearing area 24 and / or the second bearing area 25 are formed in the housing 28. Additionally or alternatively, the actuator 1 can have a support element (not shown), in particular a support plate, which is arranged in the housing 28. At least one of the bearing areas 24, 25 can also be formed on or in the support element. Furthermore, individual components of the drive train 2 and / or the locking unit 12 can be arranged on the support element and / or mounted in it.

[0109] According to the in Figure 1In the illustrated embodiment, the rotationally fixed unit 23 is rotatably mounted in at least one of the bearing areas 24, 25 via at least one bearing element 26, 27. The at least one bearing element 26, 27 can also be rotationally fixed to the rotationally fixed unit 23. Alternatively, the at least one bearing element 26, 27 can be formed integrally with the rotationally fixed unit 23. In the present embodiment, the bearing elements 26, 27 are designed as bearing pins that are rotatably received in correspondingly designed bearing areas 24, 25 of the housing 28.

[0110] The escapement motor 13 is smaller than the drive motor 3. Additionally or alternatively, the escapement motor 13 can have a lower electrical power output. This allows the actuator 1 to be designed very compactly and with minimal installation space. During normal operation, a blockage can occur in the escapement gear 15. In this case, the tooth flanks 33, 35 of the second gear element 16, in particular the worm gear 17, become jammed with corresponding tooth flanks 34, 36 of the third gear element 18, in particular the worm 19. The escapement motor 13 can be so small and / or have such a low electrical power output that, during normal operation, it cannot release the blockage of the escapement gear 15 on its own, but only with the assistance of the drive motor 3.

[0111] As from the in Figure 1As can be seen from the illustrated embodiment, the first motor shaft 4 of the drive motor 3 is aligned parallel to the common axis of rotation 22. Furthermore, the second motor shaft 14 of the brake motor 13 is aligned parallel to the common axis of rotation 22.

[0112] To control the drive motor 3 and the escapement motor 13, the actuator 1 includes a control unit 29. The drive motor 3, the drive gearbox 5, the escapement motor 13, the escapement gearbox 15, and / or the control unit 29 can be arranged wholly or partially within and / or integrated into the housing 28. Alternatively, the control unit 29 can also be a separate component from the housing 28 and / or be spatially separated from it. The control unit 29 is electrically connected to the drive motor 3 via a first electrical line 30. Furthermore, the escapement motor 13 is electrically connected to the control unit 29 via a second electrical line 31. The first electrical line 30 and the second electrical line 31 are separate from each other.The drive motor 3 and the braking motor 13 can be controlled separately and / or independently of each other, in particular asynchronously and / or with a time delay, by the control unit 29.

[0113] According to Figure 1The locking unit 12 comprises at least one sensor 32. The sensor 32 is arranged in the area on and / or in the locking motor 13. The sensor 32 is preferably a rotary angle sensor and / or an end position sensor. The sensor 32 and / or the control unit 29 are designed such that the relative position between the second tooth 20 of the second gear element 16 and the third tooth 21 of the third gear element 18 can be determined directly or indirectly using the sensor 32. Additionally or alternatively, the sensor 32 and / or the control unit 29 are designed such that a blockage of the locking mechanism 15 can be detected. In intended use, the blockage can occur, in particular, between the second gear element 16 and the third gear element 18, especially if a tooth flank of the second tooth 20 is jammed against a tooth flank of the third tooth 21.

[0114] According to one embodiment, the control unit 29 and / or the at least one sensor 32 can determine the position of the second gear element 16 and / or the third gear element 18 within a position range (within which the gear element 16, 18 can be adjusted), particularly a maximum position range. Thus, the second gear element 16 and / or the third gear element 18 can be adjusted between two end stops, each forming an endpoint of the position range. The sensor 32 can determine a position within this position range. Furthermore, at least one start operating range can be defined for the second gear element 16 and / or for the third gear element 18. This start operating range forms a sub-range of the position range.The starting operating range is selected such that the probability of a blockage is greatly increased if the second gear element 16 and / or the third gear element 18 are stopped within this starting operating range and / or if the direction of rotation of the actuator 1 reverses in this position. If the event described above occurs, the control unit 29 can be configured to control the drive motor 3 and / or the deceleration motor 13 in such a way as to prevent a blockage and / or to release an existing blockage. Which operating modes and / or control programs are suitable for this purpose will be explained in detail in the following description.

[0115] The actuator 1 can also be designed to detect a blockage without using at least one sensor 32. To detect a blockage of the brake gear 15 and / or a position of the brake gear 15 where a blockage is very likely to occur or is likely to occur, even without the sensor 32, a current limit value for the drive motor 3 and / or the brake motor 13 can be stored in the control unit 29. The control unit 29 recognizes that a blockage is highly likely to occur if the current limit value is exceeded immediately after start-up, immediately after a reversal of the direction of rotation, and / or immediately before the last standstill.

[0116] As mentioned above, shows Figure 2 a schematic representation of a second embodiment of the actuator 1. In the following description of the in Figure 2The alternative embodiment shown is used for features that differ from those in the one described. Figure 1 Since the first embodiment shown is identical in its design and / or mode of operation, the same reference numerals are used. Unless otherwise explained, its design and / or mode of operation corresponds to the design and / or mode of operation of the features already described above.

[0117] The in Figure 2 The second embodiment shown differs from the one in Figure 1The first embodiment shown differs essentially in the arrangement of the brake motor 13 and / or the third gear element 18, in particular the worm gear 19, relative to the rotationally fixed unit 23. Accordingly, the second motor shaft 14 and / or an axis of rotation of the third gear element 18 is oriented obliquely, in particular perpendicularly, to the common axis of rotation 22 of the rotationally fixed unit 23. Furthermore, as shown, the third gear element 18 is located below the second gear element 16.

[0118] Another difference lies in the design of the rotationally fixed unit 23. Accordingly, this is in the Figure 2In the illustrated embodiment, the component is formed in one piece, in particular as a single piece of material. Consequently, there is no play between the first gear element 7 and the second gear element 16. The same applies to the one-piece connection between the first gear element 7 and the fourth gear element 10. This also applies to the embodiment shown in Figure 1 In the illustrated embodiment of the actuator 1, the rotationally fixed unit 23 can be formed in one piece, in particular as a single piece of material. Accordingly, the rotationally fixed unit 23 can be formed both in the Figure 1 depicted as well as in Figure 2 The illustrated embodiment can be designed as a one-piece double gear and / or triple gear. Furthermore, the third gear element 18 and the escapement motor 13 can also be designed as shown in the Figure 1 the illustrated embodiment as in the Figure 2 The illustrated embodiment is arranged as shown.

[0119] The following section describes the operation of the control unit 29 in order to control an actuator 1, in particular according to Figure 1 and / or Figure 2 , to operate. The actuator 1 can be designed according to the preceding description, whereby the mentioned features can be present individually or in any combination.

[0120] To perform at least one subsequent work process, the actuator 1 comprises the drive train 2. The drive train 2 includes the drive gearbox 5. The drive gearbox 5 is not self-locking. Furthermore, the drive gearbox 5 includes the drive motor 3 for driving the drive gearbox 5. The actuator 1 also includes the locking unit 12 for locking the drive train 2. This locking unit 12 includes the self-locking locking mechanism 15, which is mechanically connected to the drive gearbox 5. Through this mechanical connection, the locking mechanism 15 can lock the drive gearbox 5 and the drive motor 3 when the drive motor 3 is not energized. The locking unit 12 also includes the locking motor 13 for driving the locking mechanism 15. Finally, the actuator 1 includes the control unit 29 for controlling the drive motor 3 and the locking motor 13.The control unit 29 is designed such that the drive motor 3 and the escape motor 13 can be operated asynchronously and / or with a time delay, particularly during startup. The control unit 29 can control the drive motor 3 and the escape motor 13 in such a way that a blockage in the escape gear 15 can be prevented and / or resolved. An advantage is that the escape motor 13 can thus be designed to be very small and low-power, which in turn reduces the overall size of the actuator 1 and lowers manufacturing costs.

[0121] The control unit 29 is designed such that the drive motor 3 and the escapement motor 13 can be operated by it in normal operation to position the assembly. In normal operation, the control unit 29 synchronously controls the drive motor 3 and the escapement motor 13. This causes the third gear element 18 and the rotationally fixed unit 23 to move synchronously with each other. A first tooth flank 34 of the third gear element 18 thus leads a first tooth flank 33 of the second gear element 16. Furthermore, in this case, a second tooth flank 36 of the third gear element 18 lags a corresponding second tooth flank 35 of the second gear element 16. The corresponding tooth flanks 33, 34, 35, 36 are therefore spaced apart from each other in normal operation. Advantageously, this avoids friction losses between the rotationally fixed unit 23 and the third gear element 18, thereby improving the efficiency of the actuator 1.

[0122] Furthermore, the control unit 29 is designed such that the drive motor 3 and the locking motor 13 can be operated in at least one start-up mode to prevent and / or release a blockage of the locking gear 15, particularly when the actuator 1 is restarted after a standstill and / or when the direction of rotation of the actuator 1 is reversed. In this at least one start-up mode, the drive motor 3 and the locking motor 13 are controlled synchronously, asynchronously, simultaneously, and / or with a time delay by the control unit 29.

[0123] In the Figures 3a, 3b, 3c Figure 1 shows a schematic sectional view of the second gear element 16 of the rotationally fixed unit 23 and the third gear element 18 of the locking gear 15 of the actuator 1 at different times during an initial start-up operation. The actuator 1 can be operated according to the diagram in Figure 1. Figure 1and / or the actuator 1 shown in Figure 2, wherein the respective features may be present individually or in any combination.

[0124] In Figure 3a The first tooth flank 33 of the second gear element 16 of the rotationally fixed unit 23 is in contact with the first tooth flank 34 of the third gear element 18. In this case, a blockage may be formed between these two first tooth flanks 33, 34. However, performing the first start operation may also be useful if the two tooth flanks 33, 34 have a small gap between them.

[0125] To resolve and / or prevent this blockage, in the first start-up operation the inhibiting motor 13 is first controlled and / or energized by the control unit 29, and only then the drive motor 3. This is done according to Figure 3bin a first direction of rotation 37 of the third gear element 18, indicated by an arrow. This moves the first tooth flank 34 of the third gear element 18 away from the first tooth flank 33 of the second gear element 16. The technical effect is that this actuation releases and / or prevents the blockage.

[0126] According to Figure 3c After an initial time window, the drive motor 3 is also controlled and / or energized by the control unit 29. The initial time window is defined and / or determined by the control unit 29 such that the rotation of the second gear element 16 begins before a second tooth flank 36 of the third gear element 18 collides with a second tooth flank 35 of the second gear element 16. The control is carried out such that the rotationally fixed unit 23 or the second gear element 16, as shown in Figure 3cAs indicated by a further arrow, the second gear element 16 moves in a first direction of rotation 39. This causes the first tooth flank 33 of the second gear element 16 to follow the first tooth flank 34 of the third gear element 18. Since the third gear element 18 continues to move in its first direction of rotation 37, the initial start-up operation now transitions smoothly into the normal operation, which has already been explained above.

[0127] In the Figures 4a, 4b, 4c Figure 1 shows a schematic sectional view of the second gear element 16 of the rotationally fixed unit 23 and the third gear element 18 of the brake gear 15 of the actuator 1 at different times during a second start operation. Figure 4aThe first tooth flank 33 of the second gear element 16 of the rotationally fixed unit 23 is in contact with the first tooth flank 34 of the third gear element 18. In this case, a blockage can form between these two first tooth flanks 33, 34, as already explained above. However, performing the second start operation can also be useful if the two tooth flanks 33, 34 have a small gap between them.

[0128] To resolve and / or prevent this blockage, in the second start-up operation the drive motor 3 is first controlled and / or energized by the control unit 29, and only then the braking motor 13. This is done according to Figure 4bin a second direction of rotation 40 of the second gear element 16, indicated by an arrow. This moves the first tooth flank 33 of the second gear element 16 away from the first tooth flank 34 of the third gear element 18. As a result, this actuation releases and / or prevents the blockage.

[0129] According to Figure 4c After a second time window, the control unit 29 also activates and / or energizes the brake motor 13. The first and second time windows can be the same or different. The second time window is set and / or determined by the control unit 29 such that the rotation of the third gear element 18 begins before the second tooth flank 35 of the second gear element 16 collides with the second tooth flank 36 of the third gear element 18. The control is carried out such that the third gear element 18, as in Figure 4cAs indicated by a further arrow, the third gear element 18 moves in a second direction of rotation 38. As a result, the first tooth flank 34 of the third gear element 18 follows the moving first tooth flank 33 of the second gear element 16. Since the second gear element 16 continues to move in its second direction of rotation 40, the second start-up operation now transitions smoothly into the normal operation, which has already been explained above.

[0130] In the Figures 5a, 5b, 5c Figure 1 shows a schematic sectional view of the second gear element 16, the rotationally fixed unit 23, and the third gear element 18 of the brake gear 15 of the actuator 1 at different times during an alternative second start operation. Figure 5aThe first tooth flank 33 of the second gear element 16 of the rotationally fixed unit 23 is in contact with the first tooth flank 34 of the third gear element 18. In this case, a blockage can form between these two first tooth flanks 33, 34, as already explained above. However, carrying out the alternative second starting operation can also be advantageous if the two tooth flanks 33, 34 have a small gap between them.

[0131] To resolve and / or prevent this blockage, the following is described in Figure 5a, 5b, 5c the alternative second start operation shown, as well as in the Figure 4a, 4b, 4c In the first variant of the second start operation shown, the drive motor 3 is first controlled by the control unit 29. Only then is the braking motor 13 controlled and / or energized. This occurs according to Figure 5b , as well as according to Figure 4b, in the second direction of rotation 40 of the second gear element 16, as indicated by the arrow. This moves the first tooth flank 33 of the second gear element 16 away from the first tooth flank 34 of the third gear element 18. As a result, the blockage is released and / or avoided.

[0132] Unlike the one in Figure 4a, 4b, 4c The sequence of the second start-up operation shown is carried out according to Figure 5cAfter a third time window, the drive motor 3 is controlled and / or energized such that the direction of rotation of the second gear element 16 and / or the direction of rotation of the rotationally fixed unit 23 is reversed. The third time window corresponds to the second time window or is shorter than the second time window. Additionally or alternatively, the third time window is selected such that the direction of rotation is reversed before the second tooth flank 35 of the second gear element 16 engages the second tooth flank 36 of the third gear element 18.

[0133] According to Figure 5cThe control unit 29 also activates and / or energizes the brake motor 13 either simultaneously with or after the reversal of the direction of rotation of the second gear element 16, namely after the second time window. The second and third time windows can be the same or different, with the second time window preferably being longer than the third time window. The second time window is set and / or determined by the control unit 29 such that the rotation of the third gear element 18 begins before the first tooth flank 33 of the second gear element 16 collides with the first tooth flank 34 of the third gear element 18. The control is effected such that the third gear element 18, as described in Figure 5cAs indicated by a further arrow, the third gear element 18 moves in the first direction of rotation 37. This causes the first tooth flank 34 of the third gear element 18 to lead the moving first tooth flank 33 of the second gear element 16. Furthermore, the second tooth flank 36 of the third gear element 18 lags behind the second tooth flank 35 of the second gear element 16. Since the second gear element 16 continues to move in its first direction of rotation 39, the second start-up operation now transitions smoothly into the normal operation, which has already been explained above.

[0134] The first start-up operation according to the Figures 3a, 3b, 3c , the second start operation according to the Figures 4a, 4b, 4c and / or the second start operation according to the Figures 5a, 5b, 5cIt can also be started analogously in the opposite direction of rotation if the second tooth flank 35 of the second gear element 16 is in contact with the second tooth flank 36 of the third gear element 18 or is arranged directly adjacent to it, so that a blockage exists between them or is highly likely to occur if normal operation is started immediately.

[0135] Furthermore, it is advantageous if the initial start-up operation is performed according to the Figures 3a, 3b, 3c is carried out, and only subsequently, if the first start-up was unsuccessful, the second start-up will be carried out according to the Figures 4a, 4b , 5c and / or as shown in figures 5a, 5b, 5c. Alternatively, the reverse can also be done.

[0136] To prevent and / or resolve a blockage of the locking mechanism 15, the first and / or second start operation is performed, preferably according to the preceding description, particularly upon restarting after a standstill and / or upon reversal of the direction of rotation of the actuator 1. If the first start operation is performed first, the second start operation can then be performed subsequently. It is also possible to perform the second start operation first, followed by the first. Furthermore, it is advantageous if at least one of the start operations is only performed if a current limit has been exceeded, particularly immediately after the start, immediately after the reversal of the direction of rotation, and / or immediately before the last standstill. In the preceding context, "immediately" is understood to mean a defined time window, which is particularly shorter than two seconds.Additionally or alternatively, it is advantageous if at least one start operation is only carried out if a blockage has been detected directly or indirectly via sensor 32 and / or if the determined probability of a blockage is very likely. As already explained above, this can be the case if the actual position of the second gear element 16 and / or the third gear element 18 is within the start operation range stored in the control unit 29. Reference symbol list

[0137] 1 Actuator 2 Drive train 3 Drive motor 4 First motor shaft 5 Drive gearbox 6 Motor pinion 7 First gear element 8 First tooth 9 Output shaft 10 Fourth gear element 11 Fifth gear element 12 Brake unit 13 Brake motor 14 Second motor shaft 15 Brake gearbox 16 Second gear element 17 Worm gear 18 Third gear element 19 Worm 20 Second tooth 21 Third tooth 22 Common axis of rotation 23 Rotationally fixed unit 24 First bearing area 25 Second bearing area 26 First bearing element 27 Second bearing element 28 Housing 29 Control unit 30 First electrical line 31 Second electrical line 32 Sensor 33 First tooth flank of the second gear element 34 First tooth flank of the third gear element 35 Second 36 Second tooth flank of the third gear element 37 First direction of rotation of the third gear element 38 Second direction of rotation of the third gear element 39 First direction of rotation of the second gear element 40 Second direction of rotation of thesecond gear element

Claims

1. Actuating drive (1) for an electrical assembly unit of a motor vehicle having a drive train (2), which comprises a drive transmission (5) and a drive motor (3) for driving the drive transmission (5), having an inhibition unit (12) for inhibiting the drive train (2), which comprises a self-inhibiting inhibition transmission (15), which is operatively connected to the drive transmission (5), and an inhibition motor (13) for driving the inhibition transmission (15), and having a control unit (29) for controlling the drive motor (3) and the inhibition motor (13), which control unit is designed in such a way that the drive motor (3) and the inhibition motor (13) can be operated with a time offset, characterized in that the control unit (29) is designed in such a way that, in a second starting operation for preventing or releasing a blockage of the inhibition transmission (15), said control unit first controls the drive motor (3) and only additionally controls the inhibition motor (13) after a second time window, which is stored in particular in the control unit (29) or is defined by the control unit (29).

2. Actuating drive according to the first claim, characterized in that the control unit (29) is designed in such a way that the drive motor (3) and the inhibition motor (13) can be operated synchronously and / or simultaneously in a normal operation.

3. Actuating drive according to the preceding claim 2, characterized in that the control unit (29) is designed in such a way that the drive motor (3) and the inhibition motor (13), when starting again after a standstill or when the direction of rotation of the actuating drive (1) is reversed, can be operated first in the second starting operation and then in the normal operation for adjusting the assembly unit.

4. Actuating drive according to one of the preceding claims 2 to 3, characterized in that the inhibition transmission (15) comprises a third transmission element (18), and / or in that a first transmission element (7) and a second transmission element (16) are designed jointly as a rotationally fixed unit (23), and in that the rotationally fixed unit (23) is mounted rotatably about a common axis of rotation (22).

5. Actuating drive according to the preceding claim 4, characterized in that the control unit (29) is designed in such a way that, in normal operation, said control unit operates the inhibition motor (13) in such a way that a first tooth flank (34) of the third transmission element (18) of the inhibition transmission (15) leads a corresponding first tooth flank (33) of the second transmission element (16), and in that a second tooth flank (36) of the third transmission element (18) trails a corresponding second tooth flank (35) of the second transmission element (16).

6. Actuating drive according to the preceding claim 4 to 5, characterized in that the control unit (29) is designed in such a way that, in a first starting operation for preventing or releasing the blockage of the inhibition transmission (15), said control unit first energizes the inhibition motor (13) and only energizes the drive motor (3) after a first time window, which is stored in particular in the control unit (29) or is defined by the control unit (29).

7. Actuating drive according to the preceding claim 6, characterized in that, in the first starting operation, the inhibition motor (13) is first energized in such a way that the third transmission element (18) is rotated in a direction of rotation (37) which corresponds to a planned actuating movement of the actuating drive (1), such that that tooth flank (34, 36) of the third transmission element (18) which is located adjacent to or in contact with the corresponding tooth flank (33, 35) of the second transmission element (16) moves away from said corresponding tooth flank (33, 35) of the second transmission element (16).

8. Actuating drive according to the preceding claim 7, characterized in that, in the first starting operation, the drive motor (3) is energized after the first time window in such a way that the second transmission element (16) is rotated in a direction of rotation (39) which corresponds to the planned actuating movement of the actuating drive (1), such that the tooth flank (33) of the second transmission element (16) trails the corresponding tooth flank (34), which moves away, of the third transmission element (18).

9. Actuating drive according to the preceding claim 8, characterized in that the first time window is defined in such a way or is determined by the control unit (29) in such a way that the rotation of the second transmission element (16) begins before the other, moving tooth flank (36) of the third transmission element (18) collides with the corresponding tooth flank (35) of the second transmission element (16).

10. Actuating drive according to one of the preceding claims 4 to 9, characterized in that the control unit (29) is designed in such a way that, in the second starting operation for preventing or releasing the blockage of the inhibition transmission (15), said control unit reverses the direction of rotation of the drive motor (3) simultaneously with or after energizing the inhibition motor (13).

11. Actuating drive according to one of the preceding claims 4 to 10, characterized in that, in the second starting operation, the drive motor (3) is first energized in such a way that the second transmission element (16) is rotated in a direction of rotation (39, 40) which corresponds to the planned actuating movement of the actuating drive (1) or is opposite thereto, such that that tooth flank (33) of the second transmission element (16) which is located adjacent to or in contact with the corresponding tooth flank (34) of the third transmission element (18) moves away from the corresponding tooth flank (34) of the third transmission element (18).

12. Actuating drive according to one of the preceding claims 4 to 11, characterized in that, in the second starting operation, when the second transmission element (16) has been rotated in a direction of rotation (40) which is opposite to the planned actuating movement of the actuating drive (1), the drive motor (3) is then energized in such a way that its direction of rotation is reversed, such that the second transmission element (16) rotates in the direction of rotation (39) which corresponds to the planned actuating movement of the actuating drive (1).

13. Actuating drive according to one of the preceding claims 4 to 12, characterized in that, in the second starting operation, the inhibition motor (13) is energized after the second time window in such a way that the third transmission element (18) is rotated in a direction of rotation (37, 38) which corresponds to the planned actuating movement of the actuating drive (1), such that the tooth flank (34, 36) of the third transmission element (18) trails the corresponding tooth flank (33, 35), which moves away, of the second transmission element (16).

14. Actuating drive according to one of the preceding claims 4 to 13, characterized in that the second time window is defined in such a way or is determined by the control unit (29) in such a way that the rotation of the third transmission element (18) begins before the other, moving tooth flank (35) of the second transmission element (16) collides with the corresponding tooth flank (36) of the third transmission element (18).