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. For this purpose, the opening device has an electromotive drive (2, 3, 4, 5, 6) and a paired actuator (7, 8) for acting on a door leaf (1). The electromotive drive (2, 3, 4, 5, 6) has at least one electric motor (2) and a gear mechanism (3, 4, 5, 6) which is connected thereto and which comprises at least one output gear (4, 5). The output gear (4, 5) meshes with at least one toothed rack (7, 8), as the actuator (7, 8) or as a part of the actuator (7, 8). According to the invention, the electric motor (2) acts on the toothed rack (7, 8) with the interposition of a unit (6; 3a, 5a), as a part of the gear mechanism (3, 4, 5, 6), for increasing the force in the event of an overload.

Description

[0001] Description

[0002] Opening device for a motor vehicle door

[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 with at least one drive gear, and wherein the drive gear meshes with at least one toothed rack as an actuator or component of the actuator.

[0004] Opening devices for motor vehicle doors are known in a wide variety of designs and are promoted in the state of the 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 respective motor vehicle door can be opened at least partially relative to a motor vehicle body. As a result, an operator or user of the motor vehicle can then grasp the door leaf through the gap created in this way and, in the example, pivot the door leaf about its pivot axis and open it.

[0005] In principle, it is not only pivoting motor vehicle side doors that can be equipped with such a positioning device. Instead, it is also possible to alternatively position a tailgate, a sliding door, etc. in this way. In principle, a motor vehicle hood can also be equipped with such a positioning device. The same generally applies to motor vehicle flaps such as motor vehicle fuel tank flaps or motor vehicle charging socket flaps. This means that the term motor vehicle door is to be interpreted broadly in the context of the present application and includes not only pivoting motor vehicle doors, but also those that are adjusted by sliding or other means to close openings in or on the motor vehicle. In FR 2 814 771 A1, for example, a positioning device is described which acts on a rod-shaped actuator in the manner of a spindle operation.In this way, the actuator can open and, if necessary, close the door leaf interacting with it.

[0006] The generic and closest prior art according to CN 215565284 U concerns a door-opening device for a motor vehicle door that operates with a rack into which the output gear meshes. 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.

[0007] The state of the art has generally proven itself, but reaches its limits when, on the one hand, the door leaf is desired to be opened as quickly as possible, and, on the other hand, this adjustment movement is hindered in some way. This can happen, for example, if the door leaf is iced up or otherwise jammed. In this context, the force of the known opening devices is usually not (or no longer) sufficient to ensure the desired gap-like opening of the door leaf relative to the vehicle body. As a result, the vehicle door in question remains closed and the vehicle as a whole can no longer be opened. The invention aims to remedy this situation.

[0008] 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 rapid positioning movement is combined with the possibility of being able to overcome any blockages.

[0009] To solve this technical problem, the invention proposes, starting from a generic opening device for a motor vehicle door, that the electric motor operates on the rack as a component of the gearing with the interposition of a unit for increasing the force in the event of an overload.

[0010] This means that, according to the invention, the electric motor drive is not only equipped with the electric motor and the gearbox with the output gear. Instead, a drive gear is usually also implemented as a further component of the gearbox. Furthermore, and according to the invention, the unit for increasing the force in the event of an overload is also implemented as a further component of the gearbox. With the help of this unit, an overload situation can be determined first. This means that the unit in question is capable of distinguishing between a so-called operating load in normal operation and an overload or overload situation.

[0011] If the force exerted by the electric motor and gearbox on the actuator is below or equal to the operating load, normal operation occurs, and the door leaf, actuated by the actuator, is raised at the usual (pre-)adjustment speed. However, if an overload occurs, for example, because the door leaf is blocked by ice or something else, the unit ensures an increase in force in the overload case in question.

[0012] This increase in force is typically accompanied by a slowing of the actuator's actuating speed or adjustment speed, and by the transmission following the electric motor switching from a high gear ratio during normal operation, or when the force is below or equal to the operating power, to a lower gear ratio during an overload. This then leads to the desired increase in force.

[0013] To achieve this in detail and as a whole, the unit is advantageously equipped with at least one spring and / or a stop to increase the force in the event of an overload. The design is usually such that the spring elastically connects the aforementioned drive gear with at least one output gear of the transmission. The drive gear is rotated by the electric motor. This rotation is transferred to the output gear by the spring. The output gear engages the rack. This opens the door leaf.

[0014] If the force required to open the door leaf is dimensioned such that it is below or equal to the operating load, the spring continues to ensure that the rotations of the drive gear are transmitted via the spring to the output gear of the transmission and then on to the rack. For this purpose, the spring is specifically designed as a two-arm spring. This two-arm spring has a drive spring arm that is acted upon by the drive gear. In addition, an output spring arm of the two-arm spring is implemented, which interacts with a stop on the output gear. This allows the previously described rotational movements of the drive gear to be transmitted to the output gear and thus to the rack via the interposition of the two-arm spring.

[0015] Of particular importance is a variant in which two output gears of different radii are provided. A first output gear is equipped with a larger radius compared to a second output gear with a smaller radius. Furthermore, the design is such that the drive gear engages the first and second output gears. The drive gear and the two output gears can be arranged concentrically to each other, thus sharing a common axis of rotation.

[0016] To specifically implement the overload scenario, the drive gear is equipped with a stop that interacts with a counter-stop on the second output gear as soon as the first drive gear locks and the intermediate spring has completed a certain spring travel while simultaneously compressing. This means that as soon as the first output gear, with its larger radius than the second output gear, locks, the rotational movement transmitted from the electric motor to the drive gear is initially transmitted unchanged to the intermediate spring. The spring completes a certain and predetermined spring travel and is simultaneously compressed.

[0017] As soon as the spring has traveled a certain and predetermined distance, the drive gear, still acted upon by the electric motor, moves with its stop against the counter-stop of the second output gear. In this case, the first output gear with the larger radius remains stationary, and the drive gear, through the interaction of its stop with the counter-stop on the second output gear with a smaller radius, ensures that the second output gear is now subjected to rotational force.

[0018] Both output gears can mesh with a common rack. This then has the effect that, even though the rack and first output gear are initially blocked, the rack still continues to move in the opening direction of the door leaf. This is because, in the event of an overload, the second output gear, with a smaller radius than the first output gear, ensures this. As a result, the force acting on the rack is also increased. This means that the door leaf can easily break through an ice crust or layer that might block it, for example, and the opening device according to the invention ensures that, even in such a case, the motor vehicle door leaf is opened as desired up to the gap described above, so that an operator can then swing the door leaf open manually, for example. In principle, a separate and additional opening drive can also be used to swing the door leaf open further.

[0019] As an alternative approach, it is also possible for the first output gear, with a larger radius, to mesh with a first rack, and the second drive gear, with a smaller radius, to mesh with a second rack. Both racks ensure that the door leaf is subjected to force. As soon as the first rack becomes blocked, the force-increasing unit in the event of an overload switches over to the second output gear, which then, with the help of the second rack, applies force to the door leaf, ensuring that the ice shield or layer of ice is broken through in the example.

[0020] In connection with this variant, it is also possible for the second rack to actuate the first rack via a driver. In this case, the two racks are not actuated independently of each other by the respective first output gear and the second output gear, but rather, in the event of a blockage or overload, the first rack is actuated by the second rack via the driver. In the event of an overload, the second output gear provides the drive for the second rack – as described above.

[0021] In addition, the design can be such that the radius of the first gear is approximately twice as large as the radius of the second gear. This means that the ratio of the radii of the first gear to the second gear can generally be at least 1.5 to 1, 2 to 1, or even more. As a result, the adjustment speed is reduced accordingly in the event of an overload, and the force acting on the door leaf is increased.

[0022] The switching process for increasing force in the event of an overload occurs automatically and smoothly, as the drive gear is continuously loaded by the electric motor. In the event of an overload, the first output gear experiences the described blockage. The continuous further loading of the drive gear by the electric motor then results in the compression of the intermediate spring or two-arm spring. This compression movement of the spring is continued by the drive gear until the drive gear moves with its stop against the counter-stop of the second output gear. In fact, the second output gear is at rest during normal operation and is only used in the described overload situation.

[0023] This is because, during normal operation, the drive gear, via the intermediate spring, acts on the first driven gear, which in turn meshes with the rack and works on it to raise the door leaf. Only when the first driven gear is blocked and the intermediate spring is increasingly compressed can the drive gear, which engages both output gears, move its stop against the counter-stop of the second output gear, thereby driving the second output gear with it. In the event of an overload, the first output gear remains at rest, and the corresponding rack is acted upon with the help of the second output gear with a smaller radius, at a reduced actuating speed and, in contrast, with increased force. These are the key advantages.

[0024] The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment; in the drawings:

[0025] Fig. 1 the installation device according to the invention in a first variant,

[0026] Fig. 2 shows a further modified second variant of the installation device according to the invention and

[0027] Fig. 3 shows an additional third variant of the subject matter of the invention. The figures depict a positioning device for a vehicle door. The motor vehicle door is advantageously, and not restrictively, a handleless force-sensor side door. Only a section of a door leaf 1 of the motor vehicle door in question is indicated in the exemplary embodiments shown. This door leaf 1 may be subjected to a load FL, which, during normal operation, is determined by its inertia and any friction, and during overload operation or in the event of an overload, by the door leaf 1 being additionally blocked relative to a motor vehicle body (not shown), for example, by jamming and, in particular, by a layer of ice.

[0028] To open the door leaf 1 and thus the motor vehicle door in general, an electric motor drive 2, 3, 4, 5, 6 is implemented. An associated actuator 7, 8 is also provided. With the aid of the actuator 7, 8, the door leaf 1 can be actuated, specifically in such a way that, in the example case, it performs a pivoting movement against the load FL, which corresponds to the door leaf 1 being moved "to the right." To this end, the actuator 7, 8 applies different forces Fi, F2 to the door leaf 1 in question according to the exemplary embodiment, as explained in more detail below.

[0029] It can be seen that the electric motor drive 2, 3, 4, 5 is equipped with at least one electric motor 2. A gearbox 3, 4, 5, 6 is connected to the electric motor 2. The gearbox 3, 4, 5, 6 has a drive gear 3 and, according to the exemplary embodiment, two output gears 4, 5. A spring 6 is also provided. The spring 6 is interposed between the drive gear 3 and the output gear 4, 5.

[0030] It can be seen that the drive gear 6 and the two output gears 4, 5 are arranged concentrically to one another with a common axis of rotation A according to the exemplary embodiment. In addition, a first output gear 4 has a radius Ri relative to the axis of rotation A, which is larger than a radius R2 of the second output gear 5. In fact, ratios of the two radii Ri : R2 of 1.5 to 1, 2 to 1 and more are observed at this point. According to the exemplary embodiment, the ratio of the radii Ri : R2 is approximately 2 to 1, which of course only applies as an example and is in no way restrictive.

[0031] Furthermore, it can be seen from the individual illustrations that the drive gear 3 engages both output gears 4, 5, specifically in the center. This allows the drive gear 3 to be equipped with a stop 3a, which, under certain circumstances to be described below, interacts with a counter-stop 5a of the second output gear 5. In fact, such an interaction occurs as soon as the first output gear 4 is blocked and the intermediate spring 6 has completed a certain spring travel while simultaneously compressing.

[0032] It can be seen that the spring 6 elastically connects the drive gear 3 to the at least one output gear 4, 5 of the transmission 3, 4, 5, 6. In fact, within the scope of the exemplary embodiment, the spring ensures a coupling of the drive gear 3 to the first output gear 4 of the larger diameter Ri. For this purpose, the spring 6 is designed as a two-arm spring. The two-arm spring has a drive spring arm 6a. In this way, the spring or two-arm spring 6 is loaded by the drive gear 3. For this purpose, the drive gear 3 has an additional stop 3b.

[0033] The loading of the spring or two-arm spring 6 at its drive spring arm 6a by means of the stop 3b on the drive gear 3 results in the first output gear 4 with radius Ri being driven via the spring 6. During this process, the output spring arm 6b of the spring 6 moves against a stop 4a on the first output gear 4. Due to the interaction of the output spring arm 6b with the stop 4a in question on the first output gear 4, the first output gear 4 rotates together with the drive gear 3 about the common axis of rotation A. This applies in any case during normal operation, which will be explained in more detail below.

[0034] Since the first output gear 4 according to the embodiment in Figure 1 meshes with the one-piece rack 7, 8 located there, the counterclockwise rotation of the first output gear 4 according to the embodiment in Figure 1 causes the rack 7, 8 in question to be moved "to the right" as desired. This results in the door leaf 1 also being moved "to the right" via the one-piece rack 7, 8, and the associated motor vehicle door is opened as desired during the opening process.

[0035] The previously described normal operation corresponds to the fact that, according to the embodiment in Figure 1, the one-piece rack 7, 8 applies a force Fi to the door leaf 1. In fact, normal operation corresponds to the force Fi in question exceeding the counterforce FL generated by the door leaf 1. This is the case when the counterforce FL generated by the door leaf 1 corresponds to the normal inertia and frictional forces of the door leaf 1.

[0036] If, however, an overload occurs, this means that the counterforce FL generated by the door leaf 1 is increased, for example, because the door leaf 1 is additionally blocked by a continuous layer of ice relative to the vehicle body that supports it. This means that before the door leaf 1 can be opened in this case, the layer of ice must first be broken through in the example case. This requires that the electric motor drive 2, 3, 4, 5, 6 can now operate on the rack 7, 8 in the example case of Figure 1 with an increased force F2. This means that in this case, the electric motor drive 2, 3, 4, 5, 6 provides the increased force F2 with F2 > Fi. The force Fi corresponds to normal operation. The increased force F2 in the overload case may, for example, be twice as large as the force Fi in normal operation, i.e.

[0037] F2 approximately twice Fi.

[0038] This, of course, is only an example. In order to realize and implement this force increase from force Fi for normal operation to force F2 in the event of an overload, the positioning device according to the invention is equipped with a unit 6; 3a, 5a for increasing the force in the event of an overload. In the context of the exemplary embodiment, this unit 6; 3a, 5a essentially consists of the previously described spring 6 on the one hand and the two stops 3a, 5a on the one hand on the drive gear 3 and on the other hand on the second output gear 5.

[0039] This can be seen first of all by looking at the embodiment according to Figure 1. Here, the design is such that in normal operation the electric motor 2 sets the drive gear 3 in rotation, specifically for the desired opening movement and, in the context of the embodiment, counterclockwise around the common axis of rotation A with the two output gears 4, 5. The spring 6 interposed between the drive gear 3 and the first output gear 4 rests with its drive spring arm 6a on the stop 3b of the drive gear 3. As soon as the drive gear 3 performs the counterclockwise movement around the axis of rotation A, the drive spring arm 6a of the spring 6 is driven along. Since in normal operation the force FL exerted by the door leaf 1 opposing its movement is small, the output spring arm 6b of the spring 6 can follow the counterclockwise rotation around the common axis of rotation A.This then results in the output spring arm 6b taking the stop 4a on the first output gear 4 with it or moving against it, so that as a result the drive gear 3 and the first output gear 4 rotate together around the rotation axis A in a counterclockwise direction with the spring 6 interposed in a practically uncompressed state.

[0040] Since the first output gear 4 meshes with the rack 7, 8 according to the embodiment in Figure 1, the rack 7, 8 is moved "to the right" and the door leaf 1, which opposes this rotational movement with a low load FL, can also be easily driven "to the right." This corresponds to normal operation.

[0041] However, if the force FL acting against the movement of the door leaf 1 increases, for example due to icing on the door leaf 1, the counterclockwise rotation of the drive gear 3 around the rotation axis A during normal operation initially ensures that the drive spring arm 6a follows the rotation of the stop 3b on the drive gear 3. However, if the force Fi exerted on the door leaf 1 in this case is no longer sufficient to open the door leaf 1 during normal operation, this results in the first output gear 4 being blocked immediately or after a certain travel of the rack 7, 8. The blockage of the first output gear 4 results in the drive gear 3 being pivoted counterclockwise around its rotation axis A via the electric motor 2.However, with the first output gear 4 blocked, this results in the output spring arm 6b of spring 6 no longer being able to follow the movement of the input spring arm 6a. Thus, spring 6 is increasingly compressed.

[0042] As soon as the spring 6 has traveled a certain distance under simultaneous compression, the additional stop 3a on the drive gear 3 can interact with the stop 5a on the second output gear 5. Such interaction is not possible during normal operation because the two stops 3a, 5a are spaced apart from each other. However, due to the increasing compression of the spring 6 with the first output gear 4 blocked, the stop 3a on the drive gear 3 interacts, and can interact, with the stop 5a on the second output gear 5.

[0043] Since during this process the first drive gear 3 continues to move counterclockwise around the axis of rotation A with the aid of the electric motor 2, the second output gear 5 is now acted upon, with the first output gear 4 blocked, and also to move counterclockwise around the common axis of rotation A. Since the second output gear 5 is equipped with the radius R2, which is smaller than the radius Ri of the first output gear 4, half the size according to the exemplary embodiment, this means that the rack 7, 8, which also meshes with the second output gear 4, is now subjected to a correspondingly increased force F2. In fact, the force F2 now exerted by the second output gear 4 on the rack 7, 8 is, according to the exemplary embodiment, twice as large as the force Fi in normal operation. This is of course only an example.

[0044] As a result, the increase in force from force Fi to force F2 causes the door leaf 1 to open despite the increased load FL, i.e., in the illustrated embodiment, it moves "to the right." This is ensured by the previously described unit 6; 3a, 5a for increasing the force in the event of an overload. The unit consisting of the spring 6 and the stop 3a on the drive gear 3 and the stop 5a on the second output gear 5 ensures that the force Fi in normal operation is switched to the increased force F2 in the event of an overload. Accordingly, the unit 6; 3a, 5a in question ensures an increase in force in the event of an overload.

[0045] This principle is used in the same way in the embodiments shown in Figures 2 and 3. The only difference is that in this case, there is no one-piece or single rack 7, 8. Rather, the two embodiments shown in Figures 2 and 3 each operate with two separate racks 7, 8. To this end, in the variant shown in Figure 2, the first output gear 4 meshes with one or the first rack 7, and the second output gear 5 meshes with one or the second rack 8. Consequently, in normal operation - as described - the drive gear 3, which is rotated by the electric motor 2, ensures that the first output gear 4 is driven via the intermediate spring 6. The first output gear 7 acts on the door leaf 1 via the first output gear 4, specifically with the force Fi. This is consequently moved "to the right" in normal operation.However, if an overload occurs and the unit 6; 3a, 5a provides the force increase in the event of an overload, the first output gear 4 is blocked. The same applies to the first rack 7. The second output gear 5 then ensures that the increased force F2 is applied to the door leaf 1 via the meshing second rack 8. The door leaf 1 continues to be raised.

[0046] Finally, if we look at the embodiment according to Figure 3, the first gear rack 7 and the second gear rack 8 are again implemented. As in the variant according to Figure 2, the first output gear 4 meshes with the first gear rack 7. In contrast, the second gear 5 works on the second gear rack 8. In this case, however, the design is such that in the event of a blockage or overload, the first gear rack 7 does not remain at rest - as in the variant according to Figure 2. Rather, in the event of an overload, the second output gear 5, together with the second gear rack 8, ensures that the first gear rack 7 is "driven along". For this purpose, the second gear rack 8 is equipped with a driver 8a, which moves against the first gear rack 7 in the event of an overload and ensures that the first gear rack 7 then moves the door leaf 1 "to the right" without any change.At the same time, the first output pulley 4 is also driven by the second output pulley 5. In each case, the unit 6; 3a, 5a is again used to increase the force in the event of an overload and to ensure that the door leaf 1 remains open even in the event of an overload.

[0047] List of reference symbols

[0048] Door leaf 1 Electric motor 2 Drive gear 3 Stop 3a Stop 4a

[0049] Output gears 4, 5 Output gear 5 Counter stop 5a Spring 6 Drive spring arm 6a Output spring arm 6b Unit 6; 3a, 5a Gear 3, 4, 5, 6 Rack 7, 8 Driver 8a

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 (2, 3, 4, 5, 6), and with an associated actuator (7, 8) for actuating a door leaf (1), wherein the electric motor drive (2, 3, 4, 5, 6) has at least one electric motor (2) and a gear (3, 4, 5, 6) connected thereto with at least one output gear (4, 5), and wherein the output gear (4, 5) meshes with at least one rack (7, 8) as an actuator (7, 8) or component of the actuator (7, 8), characterized in that the electric motor (2) is connected to the rack with the interposition of a unit (6; 3a, 5a) for increasing the force in the event of an overload as a component of the gear (2, 3, 4, 5, 6). (7, 8) works.

2. Device according to claim 1, characterized in that the unit (6; 3a, 5a) has at least one spring (6) and / or a stop (3a, 5a) for increasing the force in the event of an overload.

3. Device according to claim 2, characterized in that the spring (6) elastically connects a drive gear (3) to at least one output gear (4, 5) of the transmission (3, 4, 5, 6).

4. Device according to claim 3, characterized in that the spring (6) is designed as a two-arm spring (6), the drive spring arm (6a) of which is acted upon by the drive gear (3) and the output spring arm (6b) of which interacts with a stop (4a) on the output gear (4).

5. Device according to one of claims 1 to 4, characterized in that two output gears (4, 5) with different radii (Ri , 2) are provided, wherein the drive gear (3) advantageously passes through the first output gear (4) and the second output gear (5).

6. Device according to claim 5, characterized in that the drive gear (3) and the two output gears (4, 5) are arranged concentrically to one another.

7. Device according to one of claims 1 to 6, characterized in that the drive gear (3) is equipped with a stop (3a) which interacts with a counter-stop (5a) of the second output gear (5) as soon as the first output gear (4) is blocked and the intermediate spring (6) has completed a certain spring travel under simultaneous compression.

8. Device according to one of claims 5 to 7, characterized in that both output gears (4, 5) mesh with a common rack (7, 8).

9. Device according to one of claims 5 to 8, characterized in that the first output gear (4) meshes with a first rack (7) and the second output gear (5) meshes with a second rack (8).

10. Device according to claim 9, characterized in that the second rack (8) acts on the first rack (7) via a driver (8a).

Images