Opening device for a motor vehicle door

Abstract

The invention relates to an opening device for a motor vehicle door, in particular a handle-free motor vehicle side door, having an electromotive drive (3 to 7) and a paired actuator (8) for acting on a door leaf (1). The electromotive drive (3 to 7) has at least one electric motor (3) and a gear mechanism (4, 5) connected thereto. The gear mechanism (4, 5) acts indirectly on the actuator (8). According to the invention, the gear mechanism (4, 5) acts on the actuator (8) with the interposition of a gear mechanism element (6) in order to transfer a torque in a load-based manner.

Description

[0001] Opening device for a motor vehicle door

[0002] Description

[0003] The invention relates to a positioning device for a motor vehicle door, in particular a handleless motor vehicle side door, with an electric motor drive and with an associated actuator for acting on a door leaf, wherein the electric motor drive has at least one electric motor and a gear connected thereto, which works indirectly on the actuator.

[0004] Opening devices for motor vehicle doors are known in a wide variety of designs and are propagated in the prior art and in practice. In fact, according to the explanations in DE 10 2015 103 826 A1, such an opening device ensures that the corresponding door leaf of the motor vehicle door in question can be opened at least partially relative to a motor vehicle body. As a result, an operator or user of the motor vehicle then has the option of grasping the door leaf through the gap created in this way and, in the example case, pivoting and opening the door leaf about its pivot axis. This is also possible, and in particular, with motor vehicle side doors without an exterior door handle, i.e. those that are designed without handles.

[0005] In principle, not only pivoting motor vehicle side doors can be equipped with such a positioning device. Alternatively, a tailgate, a sliding door, etc., can also be positioned in this manner. In addition, a motor vehicle's front hood can also be equipped with such a positioning device. The same generally applies to motor vehicle flaps such as fuel tank flaps or charging socket flaps. This means that the term "motor vehicle door" is to be interpreted broadly within the scope of the present application and includes not only pivoting motor vehicle doors, but also those that can be adjusted by sliding or other means to close openings in or on the motor vehicle.

[0006] For example, FR 2 814 771 A1 describes a positioning device that acts on a rod-shaped actuator in the manner of a spindle drive. The actuator can thus open and, if necessary, close the interacting door leaf.

[0007] The generic and closest prior art according to CN 215565284 U concerns a door-opening device for a motor vehicle door that uses a rack as the actuator. A wear gear meshes with the rack. The rack can define the actuator itself or be a component of the actuator. Additional microswitches ensure that the travel of the actuator or rack thus implemented is limited. This is intended to increase efficiency and reduce costs.

[0008] The state of the art has generally proven itself, but reaches its limits when potential blockages of the actuator are observed. This is the case, for example, when the door leaf cannot be opened due to a layer of ice against the vehicle body, or can only be opened with increased force. Other overload scenarios are also conceivable, such as when the door leaf collides with the person requesting access or the user during an opening process using the opening device, preventing the door leaf from being fully opened. The invention aims to remedy this situation.

[0009] The invention is based on the technical problem of further developing such a positioning device for a motor vehicle door in such a way that a reliable overload protection of simple construction is provided.

[0010] To solve this technical problem, the invention proposes, in a generic opening device for a motor vehicle door, that the gear actuates the actuator with the interposition of a transmission element for load-dependent torque transmission.

[0011] According to the invention, the electric motor drive initially comprises at least the electric motor and the gearbox connected to it. This makes it possible, for example, to work with a high-speed electric motor whose rotary movements are reduced by means of the connected gearbox. This means that sufficient torque or force is available on the output side of the gearbox to actuate the actuator. According to the invention, the specially designed intermediate transmission element ensures the indirect transmission of force or torque from the gearbox to the actuator. This ensures a load-dependent torque transmission from the gearbox to the actuator. According to the invention, this means a torque transmission from the gearbox to the actuator with the aid of the transmission element, which takes place depending on the load or is interrupted under certain circumstances.

[0012] This makes overload protection particularly easy to implement. If the torque required to actuate the actuator is not or cannot be generated by the gearbox, i.e., an overload situation occurs, the transmission element generally ensures a mechanical separation between the gearbox and the actuator. This means that the transmission element is usually designed such that it couples or decouples the actuator from the gearbox depending on the applied torque (on the actuator or the load on the actuator). The decoupling is monitored in the event of an overload and ensures that, for example, if the actuator is blocked, the electric motor and its connected gearbox are not damaged.Because of the decoupling of the transmission element in the event of an overload, if, for example, the actuator is blocked, the electric motor with the gear connected to it can “run on” in such a case and can then be switched off, for example by a sensor.

[0013] This principle prevents, from the outset, mechanical damage to the electric motor or the connected gearbox in the example case, especially in the event that the actuator becomes blocked and, without the interposed transmission element according to the invention, the electric motor and gearbox would "lock up." As a result, the functionality of the mounting device according to the invention is permanently ensured, and damage, particularly in the event of overload, is reliably prevented. These are the key advantages.

[0014] It should be emphasized that the ability of the transmission element for load-dependent torque transmission is expressly not limited to coupling the actuator to the gearbox or decoupling it from it. In principle, the load-dependent torque transmission can also be designed or configured with the help of the transmission element in such a way that, for example, the transmitted torque is reduced before the gearbox is decoupled from the actuator. This can be implemented in a way similar to the "slipping" of a clutch. In conjunction with this, the electrical power controlling the electric motor can also be reduced accordingly. This means that, in addition to a pure "black / white" coupling between the gearbox and actuator via the transmission element in the sense of coupled or decoupled, all conceivable "shades of gray" are conceivable, i.e. intermediate positions between coupling and decoupling.

[0015] These can be implemented in such a way that, for example, the transmission element only partially transmits the torque depending on the load applied to the actuator. At the same time or upstream, the electrical drive power required to power the electric motor can also be reduced. Combinations are also conceivable. In addition, it is also conceivable to use the transmission element to achieve load-dependent torque transmission in the sense of increasing the torque. In this case, the transmission element can have a type of bypass gear in addition to, for example, an elastic coupling between the gearbox and the actuator. This bypass gear can effectively bypass the elastic coupling by applying an increased torque to the actuator via the bypass gear.

[0016] Such a procedure is particularly recommended in the event that the actuator is blocked because the door leaf actuated by it is connected to the surrounding vehicle body by an ice crust. In order to break through this ice crust, the flexible coupling in the example case must be bridged, so to speak, and the bypass gear provides the necessary torque increase, with the help of which the actuator is acted upon in the example case in order to break through the ice crust in question. This will be explained in more detail with reference to the exemplary embodiment. In any case, there are many possibilities for designing the transmission element for load-dependent torque transmission in detail. Multi-part solutions - as described - with a flexible coupling and the bypass gear are also conceivable. These are the key advantages.

[0017] In a technically advantageous embodiment of the positioning device, the transmission element is subjected to a torque when the actuator is unloaded. This ensures that the torque is transmitted without deflection of the transmission element, as long as the preload torque is not exceeded. The vehicle door can be moved with a defined stroke, and the system consisting of the transmission element, actuator, and vehicle door is not set into vibration.

[0018] In a further technically advantageous embodiment of the positioning device, a stop is provided, wherein the stop is configured to transmit the torque from the gearbox to the actuator when the transmission element is loaded. If the preload torque of the transmission element is exceeded, the transmission element is deflected until the stop prevents further deflection. In this case, the torque is transmitted from the drive to the actuator via the stop. Thus, the transmission element is protected from excessive deflection, and the gearbox can still transmit the maximum possible torque to the actuator.

[0019] It has proven effective to arrange the transmission element between a drive wheel or drive gear of the transmission and an output wheel or output gear for the actuator. In most cases, the drive wheel or drive gear of the transmission is an essential component of the transmission anyway. The output wheel or drive gear, in turn, may mesh with the actuator. This approach is particularly recommended if the actuator is designed as a rack or contains such a rack.

[0020] Furthermore, it has proven effective to arrange the transmission element, the drive gear, and the output gear on the same axis. This allows the inventive mounting device to be implemented in a particularly compact manner. Such a compact design is important given the limited installation space.

[0021] In fact, the positioning device can be placed and designed separately from a vehicle lock inside the door leaf, for example. However, it is also possible to integrate the positioning device into the vehicle lock. In any case, the installation space inside the door leaf is limited, making a compact design particularly important.

[0022] Inventive measures aim in the same direction, according to which the transmission element is at least partially enclosed in a housing of the drive gear. In this case, the output gear or drive gear not only has a disc with, for example, circumferential toothing, but is also connected to the disc in question by a cylindrical housing, usually open at the front. According to the invention, this housing serves entirely or partially to accommodate the transmission element, which is consequently at least partially enclosed in the respective housing of the drive gear.

[0023] The transmission element is usually connected to both the drive gear and the output gear. Furthermore, the drive gear, as part of the transmission, typically has a shaft that also serves as a rotatable support for the output gear. This supports the desired compact design.

[0024] A particularly easy-to-install and cost-effective solution is characterized by the transmission element being designed as a spring. A wide variety of spring configurations have proven advantageous in this case. For example, the spring can be a spiral spring, a leg spring, a helical spring, or a combination of these. The spiral spring itself may be designed as a spirally wound leaf spring. The spring in question is usually connected at one end to the drive gear and at the other end to the output gear.

[0025] Due to the design of the transmission element as an elastic spring, forces or torques can be specified, depending on the spring constant provided by the spring, which are transmitted from the drive gear to the output gear without the spring in question undergoing significant deformation. However, if the actuator is blocked in the event of an overload, for example, or moves against a resistance, the intermediate spring acting as the transmission element ensures that it undergoes elastic deformation.

[0026] The deformation path, or more generally the deformation of the spring and thus of the transmission element, can be detected using a sensor. The corresponding sensor signals can be evaluated using a control unit, which in turn detects the overload condition in the event of such deformation and, as a result, shuts down the electric motor or reduces its drive power accordingly, as previously explained. In any case, the overload condition can be detected in this way, and appropriate countermeasures can be taken to prevent damage to the electric motor and / or the transmission and actuator.

[0027] As an alternative to the spring as a transmission element, the transmission element can also be designed as a positive and / or frictional clutch. In the case of a positive clutch, it is recommended that the clutch in question simply "disengages" in the event of an overload, i.e., interrupts the mechanical connection between the drive gear as part of the transmission and the output gear for actuating the actuator. In the case of a frictional clutch, functional states can also be simulated in which the overload initially leads to the frictional clutch slipping because the frictional connection is interrupted. This clutch slipping can, in turn, be detected by a sensor and processed as a signal in the control unit mentioned above.When the clutch slips, the control unit ensures that the electric motor is switched off or its drive power is gradually reduced to zero, for example.

[0028] In a technically advantageous embodiment of the invention, the positioning device is configured to actuate the transmission element by means of the actuator during a closing process of a motor vehicle door. This provides the advantage that energy can be transferred to the transmission element during a closing process of the motor vehicle door. This can, among other things, improve the acoustics during or during the closing process of the motor vehicle door.

[0029] Of course, combinations of differently designed transmission elements, such as a spring and a friction clutch, are also conceivable. In any case, the functional reliability of the inventive mounting device is increased, and damage can be virtually eliminated.

[0030] The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment; in the drawings:

[0031] Fig. 1 the installation device according to the invention in a first embodiment,

[0032] Fig. 2 is a detailed view of the article according to Fig. 1,

[0033] Fig. 3 shows another second embodiment of the invention in different views,

[0034] Fig. 4 another third variant and

[0035] Fig. 5 shows a supplementary fourth embodiment of the invention.

[0036] The figures show a positioning device for a motor vehicle door 1, which is only indicated in Fig. 2. A door leaf 1 of the motor vehicle door 1 in question is shown in detail in Fig. 2. With the aid of the positioning device according to the invention, the door leaf 1 can be pivoted open to a certain extent. This creates a gap between the door leaf 1 and an associated motor vehicle body 2, which is also only indicated, through which the door leaf 1 can be pivoted open by an operator or user. The door leaf 1 can thus be designed without a handle and, for example, represent a component of a handleless motor vehicle side door.

[0037] In order to achieve the described erection movement and the opening up to the gap, the illustrated erection device has an electric motor drive 3, 4, 5, 6, 7. Furthermore, an actuator 8 is provided for actuating the door leaf 1. The electric motor drive 3 to 7 has at least one electric motor 3 and a gear 4, 5 connected to it. The gear 4, 5 works indirectly on the actuator 8, namely, according to the exemplary embodiment and according to the invention, with the interposition of a transmission element 6 on an output gear 7 for the actuator 8.

[0038] From the exemplary embodiment, it can be seen that the actuator 8 is designed as a rack or contains such a rack. The output gear 7 meshes with a toothing of the rack 8 or the actuator 8 to generate the linear actuating movements of the actuator 8 along the double arrow indicated in Figs. 1 and 2. The actuating movements of the actuator 8 result in the door leaf 1 being opened as desired.

[0039] As already explained, the gear unit 4, 5 is coupled to the actuator 8 via the interposition of the transmission element 6. For this purpose, according to the exemplary embodiment, the output wheel or output gear 7 is additionally provided, which meshes with the rack or actuator 8 and generates the required linear movement. According to the exemplary embodiment, the transmission element 6 is arranged between a drive gear 5 and the aforementioned output gear 7 for the actuator 8. The drive gear 5 represents a component of the gear unit 4, 5. Specifically, the design is such that the electric motor 3, with its output-side output shaft and a worm gear provided there, for example, engages with an input-side gear 4 of the gear unit 4, 5. The input-side gear 4 of the gear unit 4, 5, in turn meshes with the drive wheel or output gear 7.Drive gear 5, with the aid of which the actuator 8 is ultimately actuated with the interposition of the transmission element 6 and the output gear 7.

[0040] Within the scope of the exemplary embodiment and according to the invention, the transmission element 6 is capable of and designed for load-dependent torque transmission from the gearbox 4, 5 to the actuator 8. This means that, depending on the load acting on the actuator 8, the torque transmitted from the gearbox 4, 5 to the actuator 8 by means of the transmission element 6 is or can be changed, specifically in a load-dependent manner. In concrete terms, and for example within the scope of the exemplary embodiment according to Fig. 4, this means that the transmission element 6 in this case is designed as a positive coupling. If, in the example, the actuator 8 is blocked and an overload occurs, the transmission element 6 or the positive coupling in the scope of the exemplary embodiment according to Fig. 4 ensures that a mechanical connection between the drive gear 5 and the output gear 7 is interrupted.The transmission element 6 thus decouples the transmission 4, 5 from the actuator 8, depending on the torque acting on the actuator 8 or the load acting on the actuator 8. This prevents any damage to the electric motor 3 as well as the transmission 4, 5.

[0041] In general, however, it is also possible for the transmission element 6 to initially reduce the torque transmitted from the gearbox 4, 5 to the actuator 8 during the load-dependent torque transmission in the event of an overload. For example, in the exemplary embodiment according to Fig. 5 and the frictional clutch implemented there as the transmission element 6, this results in a "slippage" of the transmission element 6 or, respectively, of the frictional clutch implemented in this case. In all the cases described so far and those described below, the overload can be detected using a sensor 9 that detects the "slippage" of the transmission element 6. For this purpose, the aforementioned sensor 9 is connected, for example, to a control unit 10, as indicated in Fig. 2. As soon as the control unit 10 determines the overload using the sensor 9, the control unit 10 ensures that the electric motor 3 is normally switched off.However, it is also possible to reduce the electrical drive power for the electric motor 3 to zero to ensure smooth braking of the electric motor drive 3 to 7 as a whole. Figure 3 shows another variant of the transmission element 6, which, according to the exemplary embodiment, is designed as a leg spring. The further variant shown in Figures 1 and 2 uses a spiral spring as the transmission element 6. In fact, it is a spirally wound leaf spring.

[0042] The examples show that the transmission element

[0043] 6 not only between the drive gear 5 of the gearbox 4, 5 and the driven gear

[0044] 7 for the actuator 8. Instead, the transmission element 6, the drive gear 5, and the output gear 7 are mounted on the same axis. This applies to all design variants.

[0045] In the installation device according to all examples, the design is furthermore such that the transmission element 6 is at least partially housed in a housing 5a of the drive wheel 5. In this case, the drive wheel or drive gear 5 is actually equipped in a disc-like manner with teeth on the outer circumference. Furthermore, the cylindrical housing 5a extends from the disc and is open at the end. The transmission element 6 can now be at least partially arranged inside the housing 5a of the drive wheel 5, as can be seen in the spiral spring according to Figs. 1 and 2 implemented in this case, as well as in the positive coupling according to Fig. 4 and also the frictional coupling in the embodiment variant according to Fig. 5. Only the embodiment of Fig.3 basically does not require the housing 5a in question at this point, although this can also be realized in this case, as indicated by the dashed line in Fig. 3.

[0046] The transmission element 6 is connected to the drive wheel or drive gear 5 and the output wheel or output gear 7. Furthermore, the drive wheel 5 has a shaft 5b supporting the output wheel 7, as can be seen particularly from the illustration in Fig. 3. The shaft 5b may be connected to the drive wheel 5 or coupled to it in a rotationally fixed manner. In contrast, the output wheel 7 is rotatably mounted on the respective shaft 5b.

[0047] In the embodiment according to Figs. 1 and 2, a bypass gear 11, 12 is also implemented. This bypass gear 11, 12 can be a component of the transmission element 6, so that the transmission element 6 comprises not only the individual springs in the example, but also the bypass gear 11, 12.

[0048] The mechanism works as follows. For example, if one considers the detailed view in Fig. 2, a counterclockwise movement of the drive gear 5, as indicated here, results in the driven gear 7 being "driven" along via the transmission element 6 in the form of the spiral spring. Since the driven gear 7 consequently also rotates counterclockwise around the common shaft or axis 5b, the driven gear 7 meshing with the rack or actuator 8 ensures that the actuator 8 moves "to the right" in the example shown in Fig. 2. This raises the door leaf 1.

[0049] If the door leaf 1 becomes blocked, for example due to ice or some other reason, this corresponds to an overload case. In this case, the electric motor 3 still ensures that the drive wheel 5 is still acted upon in a counterclockwise direction via the downstream gear 4, 5. However, since the actuator 8 and thus also the output gear 7 are now blocked, the transmission element 6 or the spiral spring implemented at this point in the example case is compressed during this process. The result is that a stop 11 provided on the drive wheel 5, as part of the bypass gear 11, 12, is moved towards a counter-stop 12 on the output gear 7. At the same time, the sensor 9 shown in this case detects the overload case I because this is ensured by the stop 11, which moves past the sensor 9 and acts on it.

[0050] In one embodiment of the invention, the transmission element 6 is subjected to a torque in the unloaded state of the actuator 8. In Fig. 2, in addition to the stop 11, a stop 13 is also provided. The stop 13 is configured to transmit the torque from the gear 4, 5 to the actuator 8 when the transmission element 6 is subjected to a torque load.

[0051] As soon as the overload event is registered, in the event of mechanical contact between the stop 11 and the counter-stop 12, the electric motor 3 can, in the example case, apply increased torque to the output gear 7 and, for example, break through a layer of ice blocking the door leaf 1. The electric motor 3 is then switched off by means of the control unit 10. In this case, the bypass gear 11, 12 bridges the elastic transmission element 6.

[0052] As a rule, however, and in the context of the other exemplary embodiments, an elastic deformation of the leg spring in the variant according to Fig. 3 in conjunction with the sensor 9 detecting the overload event leads to the electric motor 3 being switched off. In the variant according to Fig. 4 with the positive coupling provided there as the transmission element 6, the drive gear 5 and the output gear 7 are separated or decoupled from one another in the event of an overload by the positive coupling or the transmission element e. At the same time, the sensor 9 detecting the overload event, in conjunction with the control unit 10, ensures that the electric motor 3 is switched off or experiences a gradual reduction in its drive power until it is switched off. The same applies to the frictional coupling as the transmission element 6 in the variant according to Fig. 5.

[0053] In a further embodiment of the invention, the positioning device is configured to act upon the transmission element 6 by means of the actuator 8 during a closing operation of a motor vehicle door 1. This provides the advantage that energy can be transmitted to the transmission element 6 during a closing operation of the motor vehicle door 1. This can, among other things, improve the acoustics during the closing operation or when the motor vehicle door 1 is slammed. If, for example, the actuator 8 is extended, the motor vehicle door 1 can move against the actuator 8 during a closing operation. By means of the actuator 8, the

[0054] The transmission element 8 is subjected to pressure, whereby energy is transferred to the transmission element 8. If the transmission element 8 is, for example, a coil spring, as shown in Figures 1 to 3, the coil spring absorbs the energy because it is now compressed. This dampens the acoustics during the closing process of the motor vehicle door 1, particularly when the motor vehicle door 1 slams shut. The motor vehicle door 1 is "softly" caught. In a further embodiment of the invention, the control unit 10 can adjust and monitor the positioning device, in particular the extension of the actuator 8. This allows the positioning device to be adapted to a wide variety of conditions and acoustic profiles.

[0055] List of reference symbols

[0056] Motor vehicle door 1

[0057] Door leaf 1

[0058] Motor vehicle body 2

[0059] Drive 3, 4, 5, 6, 7

[0060] Electric motor 3

[0061] Gear 4

[0062] Gearbox 4, 5

[0063] Drive gear 5

[0064] Housing 5a

[0065] Shaft, axis b

[0066] Transmission element 6

[0067] Output gear 7

[0068] Actuator 8

[0069] Rack 8

[0070] Sensor 9

[0071] Control unit 10

[0072] Bypass gearbox 11 , 12

[0073] Attack 11

[0074] Counterattack 12

[0075] Attack 13

Claims

Patent claims 1. A positioning device for a motor vehicle door, in particular a handleless motor vehicle side door, with an electric motor drive (3, 4, 5, 6, 7) and with an associated actuator (8) for acting on a door leaf (1), wherein the electric motor drive (3 to 7) has at least one electric motor (3) and a gear (4, 5) connected thereto, which works indirectly on the actuator (8), characterized in that the gear (4, 5) acts on the actuator (8) with the interposition of a transmission element (6) for load-dependent torque transmission.

2. Device according to claim 1, characterized in that the transmission element (6) is subjected to a torque in the unloaded state of the actuator (8).

3. Device according to claim 1 or 2, characterized in that a stop (13) is provided, wherein the stop (13) is designed to transmit the torque from the gear (4, 5) to the actuator (8) when the transmission element (6) is acted upon.

4. Device according to one of the preceding claims, characterized in that the transmission element (6) couples or decouples the actuator (8) to the gear (4, 5) depending on the applied torque.

5. Device according to one of the preceding claims, characterized in that the transmission element (6) is arranged between a drive wheel (5) of the transmission (4, 5) and an output wheel (7) for the actuator (8).

6. Device according to claim 5, characterized in that the transmission element (6), the drive wheel (5) and the driven wheel (7) are coaxial are arranged relative to each other.

7. Device according to one of claims 5 to 6, characterized in that the transmission element (6) is at least partially housed in a housing (5a) of the drive wheel (5).

8. Device according to one of claims 5 to 7, characterized in that the transmission element (6) is connected to the drive wheel (5) and the driven wheel (7).

9. Device according to one of claims 5 to 8, characterized in that the drive wheel (5) has a shaft (5b) supporting the output wheel (7).

10. Device according to one of the preceding claims, characterized in that the transmission element (6) is designed as a spring.

11. Device according to claim 10, characterized in that the spring is a spiral spring, a leg spring or a helical spring or combinations thereof.

12. Device according to one of the preceding claims, characterized in that the transmission element (6) is designed as a positive or frictional coupling.

13. Device according to one of the preceding claims, characterized in that the setting device is designed in such a way that, during a closing process of the door leaf (1), in particular a handleless motor vehicle side door, the transmission element (6) is acted upon by means of the actuator (8).

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