Actuating device

Abstract

The invention relates to an actuating device (10) for a vehicle part (32) which can be moved relative to the body (34) of a vehicle (30), in particular a vehicle door or a vehicle flap, comprising: a drive assembly (12) with a drive unit and an actuating element (16) which is designed in the form of a spindle and which can be moved relative to the drive assembly (12) by means of the drive unit, wherein the spindle (16) has a connecting element (18) on the end facing the vehicle part (32) for connecting to the vehicle part (32). According to the invention, the connecting element (18) is made of plastic and is produced by injection-molding an end region (24) on the spindle (16). The invention additionally relates to a motor vehicle (30) comprising a body (34) and a vehicle part (32) which can be moved relative to the body (34) and which is equipped with an actuating device (10) according to the invention.

Description

[0001] Adjusting device

[0002] Description

[0003] The invention relates to an actuating device for a vehicle part that is movable relative to a body of a vehicle, in particular for a vehicle door or a vehicle flap, comprising a drive arrangement with a drive unit and an actuating element designed as a spindle, which can be displaced relative to the drive arrangement by means of the drive unit, wherein the spindle has a connecting element at an end facing the vehicle part for connection to the vehicle part.

[0004] Such actuating devices are generally known. They are used, for example, for the automatic opening and closing of doors and / or tailgates of motor vehicles, in particular passenger cars. For this purpose, the drive arrangement can be provided, in a manner known per se, with a connecting unit for connecting the drive arrangement to a higher-level component of the vehicle, i.e., one not belonging to the actuating device, while the actuating element can be provided with a further connecting unit for connecting the actuating device to a further higher-level component of the vehicle, i.e., one not belonging to the actuating device. In this case, for example, one higher-level component can be the body of the vehicle, while the further higher-level component can be the vehicle part that is movable relative to the body. All of this also applies to the actuating device according to the invention.

[0005] In the generic adjusting devices known from DE 10 2016 218 226 A1 or DE 20 2017 007 582 U1, the spindle for connecting to the vehicle component has a connecting element made of die-cast zinc, which is screwed onto the spindle end using a thread. In addition, the screw connection is positively secured to the spindle using a liquid threadlocker and subsequent beading by reshaping the connecting element. Manufacturing this connection is costly and error-prone.

[0006] It is the object of the present invention to remedy this situation.

[0007] This object is achieved according to the invention by an adjusting device of the type mentioned above, in which the connecting element is made of plastic and is attached to the spindle by overmolding an end region. This overmolding significantly simplifies the assembly of the connecting element. The manufacture and provision of a die-cast zinc ball joint and its attachment to the spindle using multiple process steps are eliminated. In particular, the elimination of the liquid threadlocker and the beading eliminates process errors.

[0008] The spindle, which is designed as a trapezoidal spindle, can be made of metal, with the connecting element being attached using a two-component injection molding process. The connection between the connecting element and the end section of the spindle can thus be produced simply and cost-effectively using a two-component injection molding process, without additional process steps or post-processing.

[0009] The requirements with regard to wear and corrosion are particularly high in the automotive sector, so that it is common practice to use stainless steels as the spindle material in order to meet these requirements. However, it is also conceivable to manufacture the spindle from a carbon steel which has been heat-treated using at least one thermo-chemical process. This can significantly reduce the raw material costs, and the heat treatment of the spindle makes it possible to meet the requirements with regard to corrosion and wear. Preferably, the connecting element is designed as a joint eye, by means of which the spindle is articulated via a connecting unit to a higher-level component of the vehicle, i.e. one which does not belong to the adjusting device. This makes it easy to ensure that the adjusting device can be pivoted about a first axis which is perpendicular to the longitudinal axis of the spindle.

[0010] In order to adequately secure the connection of the connecting element with the spindle end area under high axial load forces and against high torques, the end area of ​​the spindle can have profiles for a positive connection with the connecting element.

[0011] The profiles can, for example, include one or more longitudinal grooves and / or one or more transverse grooves. The transverse groove(s) can create a positive axial locking of the fastener under high axial forces. In contrast, the longitudinal grooves allow for positive anti-twist locking under high torques. The different designs allow the profiles to be adapted to different load cases.

[0012] Preferably, the longitudinal grooves are designed as serrations, and the transverse grooves as circumferential annular grooves. It is advantageous if the longitudinal grooves are interrupted by at least one transverse groove.

[0013] In connection with the articulated connection of the actuating device to the higher-level vehicle assembly not belonging to the actuating device, it is advantageous if the drive assembly is provided with an additional connecting unit for connecting the drive assembly to the vehicle assembly. The additional connecting unit allows for cardanic suspension around additional axes perpendicular to the spindle's longitudinal axis. Finally, the invention also relates to a motor vehicle with a body and a vehicle part movable relative to the body, which is equipped with an actuating device according to the invention, which offers advantages in terms of manufacturing costs and quality.

[0014] The invention will be explained in more detail below using an exemplary embodiment with reference to the accompanying drawings. It shows:

[0015] Figure 1 is a side view of a known adjusting device;

[0016] Figure 2 shows another side view of the known

[0017] Adjusting device according to Figure 1;

[0018] Figure 3 is a side view of a spindle of an adjusting device according to the invention;

[0019] Figure 4 shows an enlarged section A of the section shown in Figure 3

[0020] Opinion;

[0021] Figure 5 is a partially sectioned side view of the spindle shown in Figure 3 with the connecting element connected;

[0022] Figure 6 shows a section AA of the view shown in Figure 3 and

[0023] Figure 7 is a perspective view of the

[0024] Spindle end region with connecting element of Figure 5. In Figure 1, a known actuating device is designated by 10. It serves to move a vehicle part 32, for example a vehicle door or a vehicle flap (indicated as a dashed line in Figures 1 and 2), of a motor vehicle 30, for example a passenger car, relative to the body 34 (indicated as a dashed line in Figures 1 and 2) of the motor vehicle 30. The actuating device 10 comprises a drive arrangement 12 with a drive unit (not shown in detail), for example an electric motor, and a movement state sensor (not shown), for example a Hall sensor, for detecting the movement state of the drive unit. The drive unit and the movement state sensor are accommodated in a common housing 14.In addition, a braking device can be arranged in the housing 14, which can brake a movement, in particular rotation, of the drive unit.

[0025] The adjusting device 10 further comprises an adjusting element 16 which is designed as a spindle.

[0026] The actuating element 16 has, at its end facing the vehicle part 32, a screwed-on connecting element 18, which, with a connecting unit or holder 20 articulated thereto, allows a connection to the movable vehicle part 32. The drive arrangement 12 is also connected to the body 34 of the vehicle 30 via a further connecting unit 22, here a cardanic suspension. The degrees of freedom of movement provided by the cardanic suspension 22, namely its pivotability about the axes C and D (see Figures 1 and 2), the pivotability of the holder 20 about the axis B, and the rotatability of the spindle 16 relative to the drive arrangement 12 about an axis A of the spindle 16, reliably prevent the actuating device 10 from tilting. The further structure of a known adjusting device can be found, for example, in DE 10 2016 218 226 A1 or DE 202017 007 582 U1, to which reference is made.In principle, to control the operation of the drive unit, the drive assembly 12 is also assigned a control unit, to which output signals from the motion state sensor can be fed via a signal input. Furthermore, the output signals from an obstacle detection sensor can be fed to the control unit.

[0027] The following describes an exemplary embodiment of an actuating device 10 according to the invention with an actuating element 16 designed as a spindle according to Figures 3 to 7. The actuating device 10 according to the invention differs from the previously described actuating device according to Figures 1 and 2 only in the design of the spindle 16 and the connecting element 18 connected thereto, so that the following description will only address the differences. However, the application of the invention is not limited to an actuating device according to Figures 1 and 2 and can also be used in other spindle drives with a spindle-joint eye connection. Furthermore, the invention is not limited to a joint eye as the connecting element 18. Various designs of the connecting element are conceivable within the scope of the invention.

[0028] Figure 3 shows a side view of a spindle 16 as an actuating element of the actuating device 10 according to the invention. At an end facing the vehicle part 32 (not shown here), the spindle 16 has an end region 24, which is provided for connection to the connecting element 18 made of plastic, specifically a joint eye. The connecting element 18 shown in Figures 5 and 7 is fastened from the spindle 16 by overmolding this end region 24. By overmolding the spindle end region, the assembly process of the spindle 16 and the connecting element 18 can be significantly simplified. Complex manufacturing steps, the provision of a joint eye, and fastening to the spindle using multiple process steps are eliminated. The production of the actuating device 10 becomes more cost-effective overall.

[0029] The spindle 16, which can be designed as a trapezoidal spindle, for example, is made of metal, wherein the fastening of the connecting element 18 is carried out by means of a 2K injection molding process, so that additional processing and post-processing steps can be omitted.

[0030] Due to the very stringent requirements in the automotive sector regarding wear and corrosion, stainless steel is generally used as the spindle material. However, it is also conceivable to manufacture the spindle 16 from a carbon steel that has been heat-treated using at least one thermochemical process, which makes it possible to significantly reduce raw material costs. Heat treatment of the spindle 16 in this case makes it possible to meet the requirements regarding corrosion and wear. Examples of thermochemical heat treatments that can improve the wear and corrosion properties of the spindle include carburizing, boronizing, carbonitriding, nitriding, nitrocarburizing, oxidizing, siliconizing, or vanadizing.

[0031] According to a particularly advantageous development, the spindle 16 is heat-treated at least by means of a nitriding process, so that it has a wear-resistant surface layer. The nitriding process is a surface hardening process. The core of the component remains unchanged and retains its strength, so that the wear and corrosion behavior of the spindle can be improved without affecting the core properties. Nitriding processes such as nitrocarburizing in a gas or salt bath have proven particularly advantageous, especially in terms of cost.

[0032] Additionally, the spindle 16 can be oxidized to give it a dark surface. The oxidation can advantageously follow a nitrocarburizing process in a gas or salt bath. In general, the thermochemical treatments of carbonitriding, nitriding, and oxidation can be part of the heat treatment.

[0033] However, other thermochemical processes are also possible to ensure the corrosion requirements and wear-resistant surface layer properties.

[0034] By post-oxidation, an additional thin oxide layer can be applied to the compound layer created during nitriding, which further improves corrosion resistance.

[0035] The connecting element 18, which is designed as a joint eye and by means of which the spindle 16 is articulated to the assembly 32 of the vehicle via the connecting unit 20, ensures, as already described with reference to Figures 1 and 2, a pivotability of the adjusting device 10 about a first axis B which is perpendicular to the spindle longitudinal axis A in a simple manner.

[0036] To adequately secure the connection between the connecting element 18 and the spindle end area, even under high axial loads and against high torques, the end area 24 has profiles for a positive connection with the connecting element. Figure 4 shows the end area 24 in an enlarged section of the spindle 16 shown in sections in Figure 3.

[0037] In the illustrated embodiment, the profilings comprise a plurality of longitudinal grooves 26 designed as serrations and two circumferential annular grooves 28, one of the transverse grooves 28 interrupting the longitudinal grooves 26. A further transverse groove 28 is arranged at the end of the serrations. The transverse grooves 28 enable a positive axial locking of the connecting element 18, which can be clearly seen in the sectioned area of ​​Figure 5, to be created under high axial forces. In contrast, the longitudinal grooves 26 allow a positive anti-twist locking under high torques. Figure 6 shows a section AA through the area of ​​the longitudinal grooves 26. Here, the positive connection between the end area 24 of the spindle 16 and the connecting element 18 can be clearly seen. The different designs allow the profiling to be adapted to different load cases.

Claims

Claims 1. Actuating device (10) for a vehicle part (32) which is movable relative to a body (34) of a vehicle (30), in particular a vehicle door or a vehicle flap, comprising: a drive arrangement (12) with a drive unit and an actuating element (16) designed as a spindle, which can be displaced relative to the drive arrangement (12) by means of the drive unit, wherein the spindle (16) has a connecting element (18) at an end facing the vehicle part (32) for connection to the vehicle part (32), characterized in that the connecting element (18) is made of plastic and is fastened to the spindle (16) by overmolding an end region (24).

2. Adjusting device (10) according to claim 1, characterized in that the spindle (10) is made of metal, wherein the fastening of the connecting element (18) is carried out by means of a 2K injection molding process.

3. Adjusting device (10) according to one of the preceding claims 1 or 2, characterized in that the connecting element (18) is designed as a joint eye, by means of which the spindle (16) is articulated via a connecting unit (20) to a higher-level assembly (32) of the vehicle (30), ie not belonging to the adjusting device (10).

4. Adjusting device (10) according to claim 3, characterized in that the end region (24) of the spindle (16) has profiles for the positive connection with the connecting element (18).

5. Adjusting device (10) according to claim 4, characterized in that the profiles comprise one or more longitudinal grooves (26) and / or one or more transverse grooves (28).

6. Adjusting device (10) according to claim 5, characterized in that the longitudinal grooves (26) are designed as serrations and the transverse grooves (28) are designed as circumferential annular grooves.

7. Adjusting device (10) according to claim 6, characterized in that the longitudinal grooves (26) are interrupted by at least one transverse groove (28).

8. Actuating device (10) according to one of the preceding claims 3 to 7, characterized in that the drive arrangement (12) is provided with a further connecting unit (22) for connecting the drive arrangement (12) to a higher-level assembly (34) of the vehicle (30), ie not belonging to the actuating device (10).

9. Motor vehicle (30) with a body (34) and a vehicle part (32) movable relative to the body (34), which is equipped with an adjusting device (10) according to one of the preceding claims.

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