Support device for a vehicle panel, and method for assembling the support device

Abstract

The invention relates to a support device, in particular for a vehicle panel, comprising: a housing which can be connected between the vehicle panel and a vehicle body and which comprises at least a first housing part and a second housing part, the first housing part and the second housing part being movable relative to one another in a telescopically guided manner; a spindle mechanism which is coupled to the housing, the spindle mechanism comprising a spindle rod and a spindle nut which is in threaded engagement with the spindle rod, and one of the spindle rod and spindle nut being arranged in the housing so as to be rotatable about a spindle axis and the other of the spindle rod and spindle nut being arranged in the housing so as to be rotationally fixed; and a first brake device (16) which is coupled to one of the spindle rod and spindle nut in order to brake the rotation of said one of the spindle rod and spindle nut, the first brake device (16) comprising a first centrifugal element (24) and a second centrifugal element (25) which are rotatable about a central axis of rotation (D), and the first brake device (16) being able to be activated by centrifugal forces by being rotated relative to the housing about the central axis of rotation (D). The aim of the invention is to provide a support device, in particular for a vehicle panel, which in particular reliably and securely brakes or prevents an undesired closing movement of the vehicle panel in any position of the vehicle panel and can be assembled in a time-saving manner. This is achieved in that the first centrifugal element (24) and the second centrifugal element (25) consist at least in part of a ferromagnetic material.

Description

[0001] Support device for a vehicle flap and method for mounting the support device

[0002] The invention relates to a support device, in particular for a vehicle flap, according to the preamble of claim 1.

[0003] Support devices such as spring struts or gas springs are known in practice and are used in particular to support vehicle tailgates. In particular, such support devices are used for tailgates that are driven on one side, wherein the tailgate is connected to a drive device on a first side and to such a support device on an opposite second side. The drive device has a motor unit which usually drives an actuator via a gear mechanism which moves the tailgate between a fully open and a fully closed position. Such drive devices are usually designed as spindle drives. The support device, on the other hand, usually acts on the tailgate permanently in the direction of the open position or against the tailgate being lowered into the closed position.In particular, in the event of a defect in the drive device, the support device is intended to prevent the tailgate from lowering unbraked, as this represents a risk of injury to persons in the adjustment area of ​​the tailgate due to collision or pinching.

[0004] However, the support devices known from the prior art are generally only capable of providing sufficient holding force to hold the tailgate in the open position if the drive device is completely removed, whether intentionally or by breaking off a connecting element between the vehicle tailgate and the drive device. Particularly when the tailgate is in a position between the fully open and closed positions, support devices designed as simple spring struts or gas springs cannot adequately prevent the tailgate from lowering.

[0005] DE 10 2016 118 687 A1 shows a drive device comprising a telescopically extendable and retractable housing, wherein the housing comprises a first housing part and a second housing part, which are displaceable relative to one another in a direction parallel to a housing axis of the housing. Furthermore, the spindle unit shown comprises a spindle device arranged in the housing with a spindle axis for generating linear movement between two connecting elements arranged at opposite ends of the housing, which are designed as ball sockets. The spindle unit can be connected in an articulated manner between a vehicle body and a vehicle flap via the connecting elements. The spindle device comprises a spindle with an external spindle thread and a spindle nut with an internal spindle thread, which form a screw engagement with one another.To provide an additional frictional torque, the spindle unit further comprises a braking device which supports the braking of a rotation of the spindle relative to the spindle nut, wherein the braking device comprises a braking element which is in force-locking contact with one of the spindle and spindle nut. The braking device comprises a first preloading means designed as a wrap spring which preloads the braking element radially against one of the spindle external thread and the spindle nut internal thread and thus generates an additional braking torque which leads to an increased braking of the rotation of the spindle relative to the spindle nut for at least one direction of rotation. The preload of the braking element in the direction of the respective thread is controlled in a first exemplary embodiment in that on an inner side of a thread which is used to guide the spindle orVarying inner diameters or, alternatively, wedge structures are provided on the guide tube provided on the spindle nut, which generate correspondingly smaller or larger preload at predetermined positions by increasing or decreasing the diameter of the wrap spring. Alternatively, it is proposed that the braking element is provided in a fixed position on an inner side of the guide tube and that the braking torque is controlled by varying the cross-sectional shape of the threads in the direction of the spindle axis. A disadvantage of the drive device shown is that an increased braking torque is only generated for certain positions of the vehicle flap between the fully open and closed position, since an increase in the braking torque is essentially predetermined by the axial position of the spindle or the spindle nut relative to the guide tube.A solution to the aforementioned problem is specified in DE 102022 100 147 B3 by a support device from which the present invention is based. The support device shown for a vehicle flap comprises a housing which can be connected between the vehicle flap and the vehicle body and has at least a first housing part and a second housing part, wherein the first housing part and the second housing part are telescopically guided and displaceable relative to one another. Furthermore, the support device comprises a spindle gear coupled to the housing and has a spindle rod and a spindle nut which is in threaded engagement with the spindle rod, wherein one of the spindle rod and spindle nut is rotatable about a spindle axis in the housing and the other of the spindle rod and spindle nut is arranged in a rotationally fixed manner in the housing.Finally, the support device comprises a first braking device coupled to one of the spindle rod and spindle nut for braking the rotation of one of the spindle rod and the spindle nut, wherein the braking device is designed as a centrifugal brake with a first centrifugal body and a second centrifugal body. The centrifugal brake shown is preloaded radially in the direction of the central axis of rotation, about which the two centrifugal bodies are rotatable, by a spring arranged between the two centrifugal bodies. Accordingly, the centrifugal brake is only activated when a predetermined speed is exceeded in the event of a spindle drive failure. Disadvantageously, the rapid movements of the tailgate required to exceed the predetermined speed also occur during assembly, so that the assembly process is slowed down because the tailgate may only be moved below a predetermined speed.DE 10 2007 029 591 A1 shows a drive device, in particular for a hatch of a vehicle, comprising a first housing part which can be connected to one of the vehicle body and the vehicle hatch, a second housing part, and a third housing part which is guided in the second housing part and is telescopically displaceable and can be connected to the other of the vehicle body and the vehicle hatch. The drive device further comprises a spindle drive consisting of a spindle rod and a spindle nut arranged on the spindle rod, by means of which the third housing part can be driven axially movable relative to the second housing part using a rotary drive. The drive device further comprises a braking device designed as a magnetic centrifugal brake, which comprises a first braking element which is stationary relative to the first housing part, wherein the first braking element comprises a pot into which a magnetic ring is inserted.The braking device further comprises two second braking elements which are designed as brake shoes and are rotatably mounted in a guide arrangement which is rotatably driven by a rotary drive but can be displaced radially against the force of attraction acting on the brake shoes by the magnetic ring. The braking device is designed in such a way that it is active when the rotary drive is not active, i.e. when the flap or the spindle drive is not moving, since in this case the brake shoes or second braking elements are pulled towards the first braking element by the magnetic ring and come into contact with it, thus generating a braking force. If, on the other hand, the rotary drive is active and the flap or the spindle drive is not moving,When the spindle drive is moved, the centrifugal force acting on the brake shoes due to the rotational movement causes the brake shoes to be displaced outwards and are therefore no longer in contact with the first brake element and no braking force is effective anymore.

[0006] DE 10 2021 211 930 A1 discloses a protective device for an adjusting device of a vehicle flap or vehicle door. The protective device comprises a first and a second centrifugal force body, which can be displaced from a decoupling position to a coupling position when a rotational speed threshold is exceeded. In the coupling position, the centrifugal force bodies interact with a counter element to exert a braking effect.

[0007] The object of the invention is to provide a support device, in particular for a vehicle door, which reliably and safely slows down or prevents an unintentional closing movement of the vehicle door in any position of the vehicle door and is quick to install. Furthermore, the object of the invention is to provide a method for installing a support device that can be carried out efficiently and time-savingly.

[0008] This object is achieved according to the invention by a support device having the features of independent claim 1 and by a method according to claim 10.

[0009] According to one aspect of the invention, a support device, in particular for a vehicle flap, is provided, comprising a housing which can be connected between the vehicle flap and the vehicle body and has at least a first housing part and a second housing part, wherein the first housing part and the second housing part are telescopically guided and displaceable relative to one another. The support device further comprises a spindle gear coupled to the housing, wherein the spindle gear comprises a spindle rod and a spindle nut threadedly engaged with the spindle rod, and wherein one of the spindle rod and spindle nut is rotatable about a spindle axis in the housing and the other of the spindle rod and spindle nut is arranged in a rotationally fixed manner in the housing.The support device further comprises a first braking device coupled to one of the spindle rod and spindle nut for braking the rotation of one of the spindle rod and spindle nut. The first braking device comprises a first centrifugal force body and a second centrifugal force body, which are rotatable about a central axis of rotation. The first braking device can be activated by rotation relative to the housing about the central axis of rotation via centrifugal forces. The support device is characterized in that the first centrifugal force body and the second centrifugal force body are at least partially made of a ferromagnetic material.The triggering force for the centrifugal brake can be advantageously increased by magnetizing the centrifugal force elements, especially during assembly, where faster adjustment movements of the vehicle tailgate can occur with a support device already connected between the vehicle tailgate and the vehicle body, which would then lead to unintentional activation of the centrifugal brake. After assembly is complete, the first centrifugal force element and the second centrifugal force element can be demagnetized again. The centrifugal brake is then activated as usual at lower speeds around the central axis of rotation.

[0010] Particularly preferably, the first centrifugal force body and the second centrifugal force body each consist entirely of the ferromagnetic material. Advantageously, the first centrifugal force body and the second centrifugal force body are simply manufactured from a single piece, which simplifies production and keeps manufacturing costs low. In an alternative embodiment, it is provided that the first centrifugal force body and the second centrifugal force body have at least one ferromagnetic core or an outer ferromagnetic coating. Preferably, the first centrifugal force body and the second centrifugal force body are each designed as plastic-bonded, pressed magnets. These consist of magnetic powder embedded in a plastic matrix. The ferromagnetic material is embedded in a thermosetting plastic matrix. Epoxy resin is preferably used for the plastic matrix.

[0011] Advantageously, an inner surface of the first centrifugal force body and an inner surface of the second centrifugal force body, which contact each other when the braking device is deactivated, are made of the ferromagnetic material. This advantageously ensures that, when the inner surfaces are magnetized, the desired additional magnetic force is present between the two centrifugal force bodies, against which the centrifugal force is directed when the centrifugal force bodies rotate about the central axis of rotation. The ferromagnetic material is particularly preferably selected from a group comprising ferrite, aluminum-nickel-cobalt, samarium-cobalt, and neodymium-iron-boron. However, other ferromagnetic alloys or metals can also be used.

[0012] Preferably, the spindle rod is coupled to one of the first housing part and the second housing part, and the spindle nut is coupled to the other of the first housing part and the second housing part. Further preferably, the first housing part can be coupled to one of the vehicle flap and the vehicle body, and the second housing part can be coupled to the other of the vehicle flap and the vehicle body. Advantageously, the spindle gear is actuated upon a relative movement of the first housing part relative to the second housing part, i.e. one of the spindle rod and spindle nut is set in rotation, wherein when a limit value of the rotational speed is exceeded, the braking device is activated and the rotation of one of the spindle nut and spindle nut about the spindle axis is thus stopped, and the displacement of the first housing part relative to the second housing part is thus also stopped.

[0013] In a practical further development, the rotation of the braking device about the central axis of rotation is driven by rotating one of the spindle rod and spindle nut about the spindle axis. Advantageously, the centrifugal forces required to activate the braking device are generated by the sufficiently rapid movement of the vehicle tailgate, since the spindle gear is actuated by the movement of the vehicle tailgate and one of the spindle rod and spindle nut is set in rotation. This advantageously ensures that a rapid lowering movement, for example of a tailgate, is automatically and reliably stopped by the support device if the drive side fails.

[0014] Advantageously, the first centrifugal body forms a braking element which is fixed to the housing and relative to which one of the spindle rod and spindle nut can be braked and stopped via the braking device. In an expedient embodiment, it is provided that the first centrifugal body can be pivoted about a first pivot axis. Alternatively or additionally, it is advantageously provided that the first centrifugal body can be extended radially outwards. Advantageously, when the limit value of a rotational speed of the braking device about the central axis of rotation is exceeded, the centrifugal body is pivoted radially outwards about the first pivot axis and / or extended radially outwards due to the centrifugal forces acting on the first centrifugal body, so that the first centrifugal body can come into contact with a component which is stationary and rotationally fixed relative to the housing. Particularly preferably, the stationary and rotationally fixed component is formed by the housing itself orone formed by the first housing part and the second housing part.

[0015] In a particularly preferred embodiment, the first centrifugal force body remains in the coupling position even after the rotational speed of the braking device has fallen below the threshold value. In particular, the first centrifugal force body remains in the coupling position even when the rotation of the first braking device about the central axis of rotation has completely stopped. This advantageously ensures that the braking device remains active after activation via centrifugal forces, thus reliably preventing further lowering of the vehicle lid.

[0016] In an expedient development, the first centrifugal force body can be displaced into the coupling position by rotating the braking device in a first direction of rotation. Preferably, the first centrifugal force body can be displaced from the coupling position into a decoupling position by rotating the braking device in a second direction of rotation opposite to the first direction of rotation. This advantageously makes it possible to deactivate the braking device again, for example by lifting the vehicle lid in the opening direction, wherein by coupling one of the spindle rod and spindle nut to the braking device, a rotation of the braking device about the central axis of rotation in the second direction of rotation is driven and the braking device is thus deactivated by returning the first centrifugal force body to the decoupling position.In an advantageous development, the first pivot axis of the first centrifugal force body is spaced apart from the central axis of rotation. This advantageously makes it possible to displace the centrifugal force body further radially outward due to its longitudinal extension and also to increase the braking force.

[0017] The braking device particularly preferably comprises a spring part which is provided for pre-tensioning the first centrifugal force body against the centrifugal forces. Expediently, the first centrifugal force body is pre-tensioned radially in the direction of the central axis of rotation via a mechanical spring part. Advantageously, the braking device is only activated when a predetermined limit value for a rotational speed of one of the spindle rod and spindle nut is exceeded. In particular, the braking device is not activated during normal operation, i.e. when the vehicle flap is normally adjusted in the opening or closing direction via a drive device or manually. In contrast, the braking device is activated when the vehicle flap threatens to lower or move at a relatively high speed due to a failure of the drive device or due to inadmissibly high external forces.In this case, the limit value of the rotational speed of one of the spindle rod and spindle nut, set by the spring part, is exceeded and the first centrifugal force body is pivoted outwards accordingly against the preload of the mechanical spring part and causes a braking and stopping of the lowering movement of the vehicle flap.

[0018] In an expedient development, the second centrifugal force body can pivot about a second pivot axis. Preferably, the second pivot axis is spaced from the central axis of rotation about which the first centrifugal force body and the second centrifugal force body can rotate together. Particularly preferably, a spring part is arranged between the first centrifugal force body and the second centrifugal force body, wherein the spring part preloads the first centrifugal force body and the second centrifugal force body radially against one another in the direction of the central axis of rotation. In a first expedient embodiment, it is provided that the first centrifugal force body is rotationally fixedly coupled to the housing by frictional engagement in the coupling position. Particularly preferably, the first centrifugal force body has a first friction element. Expediently, the second centrifugal force body has a second friction element.The first friction element is preferably received and secured in a recess of the first centrifugal body. The first friction element expediently protrudes radially from the first centrifugal body. The second friction element is preferably received and secured in a recess of the second centrifugal body. The second friction element expediently protrudes radially from the second centrifugal body. In an advantageous embodiment, the first friction element is detachably connected to the first centrifugal body. In a further advantageous embodiment, the second friction element is detachably connected to the second centrifugal body. Advantageously, the friction elements can be easily replaced if this is necessary, for example, due to advanced wear.

[0019] Alternatively or additionally, a further development provides that the first centrifugal force body is rotationally fixedly coupled to the housing by means of a positive fit in the coupling position. For this purpose, the first centrifugal force body can, for example, comprise a radially outwardly facing partial gear, which can be brought into engagement with a corresponding counter gear fixed to the housing when the first centrifugal force body is displaced outward by the centrifugal forces.

[0020] In a practical embodiment, the central axis of rotation and the spindle axis are coaxial. Advantageously, the rotational movement of the braking device about the central axis of rotation can be driven directly and without great effort by the rotation of one of the spindle rod and spindle nut. Particularly preferably, the braking device comprises a first braking element which is coupled to one of the spindle rod and spindle nut. Furthermore, the braking device comprises a base body, wherein the first braking element is preferably frictionally coupled to the base body. The base body is advantageously coupled to the first centrifugal force body such that when the first centrifugal force body is moved into the coupling position, the base body is also fixed in a rotationally fixed manner relative to the housing. This advantageously activates braking of the rotation of one of the spindle rod and spindle nut about the spindle axis.In a particularly preferred embodiment, the first braking element is designed as a wrap spring which is pressed into the base body of the braking device.

[0021] The first braking element expediently has a first end that can be coupled to one of the spindle rod and spindle nut. Advantageously, the first braking element ensures, on the one hand, that the rotational movement of one of the spindle rod and spindle nut is transmitted to the base body of the braking device. On the other hand, when the braking device is activated, the first braking element brakes the rotation of one of the spindle rod and spindle nut to a standstill by shifting the first centrifugal force body into the coupling position.

[0022] According to a further aspect of the invention, a method for assembling a support device according to the invention is specified, comprising, in a first step, magnetizing the first centrifugal force body and the second centrifugal force body such that the first centrifugal force body and the second centrifugal force body magnetically attract each other, in a second step, connecting the support device between a vehicle flap and a vehicle body, and in a third step, demagnetizing the first centrifugal force body and the second centrifugal force body.Advantageously, between the second and third process steps, i.e., after the support device has been articulated between the vehicle tailgate and the vehicle body, any required adjustment movements of the vehicle tailgate can be performed at higher speed between the open and closed positions without inadvertently activating the centrifugal brake provided in the support device. Upon completion of the assembly process after the third process step, the first centrifugal body and the second centrifugal body are no longer magnetized and therefore no longer magnetically attract each other, so that the lower rotational speed of the first centrifugal body and the second centrifugal body around the central axis of rotation required for normal operation is sufficient to activate the centrifugal brake.

[0023] Preferably, the demagnetization of the first centrifugal force body and the second centrifugal force body is carried out by applying a strong magnetic field that is opposite to the polarity of the first centrifugal force body and the second centrifugal force body. Alternatively, however, it can also be provided that an alternating, decreasing magnetic field is applied externally for demagnetization. In a further alternative development, the demagnetization is carried out by heating the first centrifugal force body and the second centrifugal force body above the Curie temperature of the ferromagnetic material.

[0024] Further advantages, developments and features of the invention will become apparent from the following description of a preferred embodiment and from the dependent claims.

[0025] The invention is explained in more detail below with reference to the accompanying drawings using a preferred embodiment of the invention.

[0026] Fig. 1 shows a preferred embodiment of a support device in a cross-sectional view.

[0027] Fig. 2 shows the braking device shown in Fig. 1 in an exploded view.

[0028] Fig. 3 shows the braking device shown in Fig. 2 in a deactivated state from a bird's eye view.

[0029] Fig. 4 shows the braking device shown in Fig. 2 in an activated state from a bird's eye view. Fig. 5 shows an enlarged partial view of the support device 1 shown in Fig. 1 in the area of ​​the braking device 16.

[0030] Fig. 1 shows a preferred embodiment of a support device 1 in a cross-sectional view. The support device 1 comprises a housing 2, wherein the housing 2 comprises a first housing part 3 and a second housing part 4, which are arranged so as to be displaceable relative to one another. In the present case, the second housing part 4 is guided in the first housing part 3 and is telescopically displaceable, so that the overall length of the housing 2 can be telescopically varied by displacing the first housing part 3 relative to the second housing part 4.

[0031] The support device 1 further comprises a hollow cylindrical sleeve 5, wherein the sleeve 5 is arranged at a first end 3a of the first housing part 3 and is firmly connected to this first end 3a. A first end 5a of the sleeve 5 runs around a section of the first end 3a of the first housing part 3 and is connected to it via a press fit. A first connection element 6 designed as a ball socket is arranged at a second end 5b of the sleeve 5 opposite the first end 5a of the sleeve 5, such that the support device 1 can be connected in an articulated manner to one of the vehicle flap and the vehicle body via the first connection element 6.

[0032] The second housing part 4 has a first end 4a, which is pushed into the first housing part 3. A second connecting element 7 designed as a ball socket is attached to a second end 4b of the second housing part 4, opposite the first end 4a, so that the support device 1 can be articulated to the other end of the vehicle flap and the vehicle body via the second connecting element 7.

[0033] Arranged in the housing 2 is a spindle gear 8, which comprises a spindle rod 9 and a spindle nut 10 arranged on the spindle rod 9. The spindle rod 9 and the spindle nut 10 are arranged in a telescopic guide housing 11, wherein the guide housing 11 comprises a first guide housing part 12 and a second guide housing part 13 telescopically guided in the first guide housing part 12.

[0034] The spindle rod 9 is mounted rotatably about a spindle axis S in a bearing device 14 designed as a ball bearing arranged in the first housing part 3. The spindle nut 10 is fixedly connected to a first end 13a of the second guide housing part 13, so that upon rotation of the spindle rod 9 about the spindle axis S, the second guide housing part 13 is axially displaced together with the spindle nut 10 relative to the first guide housing part 12.

[0035] The first guide housing part 12 is firmly connected to the first housing part 3 by a first end 12a, and the second guide housing part 13 is firmly connected to the second connection element 7 and thus also to the second housing part 4 by a second end 13b lying above the first end 13a, since the second connection element 7 is connected to the second end 4b of the second housing part 4. As a result, when an external force acts on the housing 2, in particular by adjusting a vehicle flap coupled to the support device 1 on one side by means of a drive device or by manual adjustment in which a user exerts a force on the vehicle flap or simply by the weight of the vehicle flap itself, which acts on the housing 2 in the direction of the spindle axis S, the spindle rod 9 is rotated about the spindle axis S.

[0036] The support device 1 further comprises a prestressing means 15 designed as a helical compression spring, which is supported on one side on the first end 12a of the first guide housing part 12, which is firmly connected to the first housing part 3, and on the other side on the second end 4b of the second housing part 4, so that the prestressing means 15 prestresses the second housing part 4 relative to the first housing part 3 in the extension direction. Advantageously, the prestressing means 15 causes the support device 1 to prestress the vehicle lid in the opening direction or at least to counteract a closing movement of the vehicle lid.

[0037] To prevent a vehicle flap from being moved unbraked in the closing direction at high speed, particularly due to its own weight, especially if the drive device on one side fails or the mechanical connection of the drive device between the vehicle and the vehicle body is interrupted and the support device 1 must now support the entire weight of the vehicle flap alone, the support device 1 has a braking device 16 which at least slows down or stops any movement of the vehicle flap. In this way, injuries to persons within the movement area of ​​the vehicle flap caused by unbraked movements of the vehicle flap are advantageously prevented or at least significantly mitigated.

[0038] The braking device 16 is coupled to a first end 9a of the spindle rod 9, so that the braking device 16 is activated by the centrifugal forces then occurring when a rotational speed of the spindle rod 9 exceeds a threshold value and advantageously brakes and quickly stops the rotational movement of the spindle rod 9 and thus also the sudden movement of the vehicle flap relative to the vehicle body.

[0039] Fig. 2 shows the braking device 16 shown in Fig. 1 in an exploded view. The braking device 16 comprises a base part 17, which includes an annular flange 17a and a hollow cylindrical central extension 17b. The annular flange 17a has a plurality of bores 18 provided for the passage of countersunk screws 19.

[0040] The braking device 16 further comprises a base body 20, wherein the base body 20 is cup-shaped. The base body 20 comprises a hollow cylindrical outer wall 20a, which has bores 21 aligned with the bores 18 of the base part 17 and with internal threads provided in sections therein. The base body 20 can thus advantageously be connected to the base part 17 by screwing using the countersunk screws 19. The base body 20 further comprises a base 20b, which has a central opening 22. The base body 20 further comprises a further bore 21a.

[0041] A wrap spring 23 is arranged between the base part 17 and the base body 20. This wrap spring is arranged between the spindle rod 9 in Fig. 1 and the base body 20 and can slip relative to the base body 20 when a defined force is applied. The wrap spring 23 comprises a coil end 23a which is flattened and can be coupled to the spindle rod 9. The wrap spring 23 acts as a first braking element between the spindle gear 8 and the base body 20, which furthermore transmits the rotation of the spindle rod 9 to the braking device 16, here in particular to the base body 20. This advantageously makes it possible to move the vehicle lid manually in the closing direction even when the braking device 16 is activated. Furthermore, the wrap spring 23 advantageously prevents the vehicle lid from rocking when the braking device 16 is triggered or activated, since the wrap spring 23 slips relative to the base body 20.

[0042] The braking device 16 further comprises a first centrifugal force body 24 and a second centrifugal force body 25 made of a ferromagnetic material, which are each pivotably coupled to the base body 20 about a pivot axis. A first friction element 26 can be inserted into a radial recess 24a of the first centrifugal force body 24. When the first centrifugal force body 24 is deflected outwards by centrifugal force, the first friction element 26 comes into contact with the housing 2 of the support device 1, thereby generating a braking force. Analogously, a second friction element 27 can be inserted into a radial recess 25a of the second centrifugal force body 25. When the second centrifugal force body 25 is deflected outwards by centrifugal force, the second friction element 27 comes into contact with the housing 2 of the support device 1, thereby generating a braking force.The first friction element 26 and the second friction element 27 each have bores 26a, 27a on their upper sides and are each fixed in their respective recesses 24a, 25a of the first centrifugal force body 24 and the second centrifugal force body 25 by a first countersunk screw 28 and a second countersunk screw 29, so that the friction elements 26, 27 only partially protrude from the recesses 24a, 25a and are thus brought into contact with the housing 2 of the support device 1 when the centrifugal force bodies 24, 25 are deflected. For this purpose, the first countersunk screw 28 and the second countersunk screw 29 are screwed into the bores 26a, 27a.

[0043] The first countersunk head screw 28 passes through a recess 24a of the first centrifugal force body 24 on an upper side of the first centrifugal force body

[0044] 24 provided first bore 30 and the second countersunk screw 29 passes through a recess 25a of the second centrifugal body

[0045] 25 provided on an upper side of the second centrifugal force body 25 first bore 31. The first bore 30 of the first centrifugal force body 24 is provided in a first recess 32 of the upper side of the first centrifugal force body 24 and the first bore 31 of the second centrifugal force body 25 is provided in a first recess 33 of the upper side of the second centrifugal force body 25. A first cover element 34 can be inserted into the first recess 32, wherein the first cover element 34 has a bore 34a which is aligned with the first bore 30 of the first centrifugal force body 24.

[0046] A second cover element 35 can be inserted into the first recess 33 of the second centrifugal force body 25, wherein the second cover element 35 has a bore 35a which is aligned with the first bore 31 of the second centrifugal force body 25. Advantageously, the first cover element 34 or the second cover element 35 can be secured in the first recesses 32, 33 by the first countersunk screw 28 or the second countersunk screw 29. The first recesses 32, 33 further advantageously have cross-sectional profiles matching the outer contour of the cover elements 34, 35, so that the cover elements 34, 35 are secured against slipping out of the first centrifugal force body 24 or the second centrifugal force body 25.

[0047] A tension spring 36 is arranged between the first centrifugal force body 24 and the second centrifugal force body 25, which mechanically ensures that the first centrifugal force body 24 and the second centrifugal force body 25 are pretensioned against one another and that a flat inner surface 24b of the first centrifugal force body 24 and a flat inner surface 25b of the second centrifugal force body 25 touch each other in the deactivated state. When the first centrifugal force body 24 and the second centrifugal force body 25 rotate about a common central axis, a centrifugal force acts which is directed against the pretensioning force caused by the tension spring 36, so that when a first limit value of a rotational speed is exceeded, the first centrifugal force body 24 and the second centrifugal force body 25 are each deflected outwards, overcoming the tension force of the tension spring 36, and thus the braking device 16 is activated.After magnetization of the first centrifugal force body 24 and the second centrifugal force body 25, in addition to the mechanical force provided by the tension spring 36, the magnetic force of attraction between the first centrifugal force body 24 and the second centrifugal force body 25 also acts to ensure that activation of the braking device 16 only occurs when a second limit value of a rotational speed is exceeded, wherein the second limit value is greater than the first limit value of the rotational speed.

[0048] The first centrifugal force body 24 further has a second recess 37 on its upper side, in which a second bore 38 is provided. Analogously, the second centrifugal force body 25 has a second recess 39 on its upper side, in which a second bore (not shown here) is provided. A first fitting screw 40 can be passed through the second bore 38, wherein the first fitting screw 40 has a smooth bearing section 40a and a threaded section 40b at a lower end. The second bore 38 of the first centrifugal force body 24 has an inner diameter that approximately corresponds to the outer diameter of the bearing section 40a of the first fitting screw 40. The threaded section 40b of the first fitting screw 40 is screwed into one of the bores 21 of the base body 20, which bore has an internal thread, so that the first centrifugal force body is axially secured on the base body 20, but is rotatable about the bearing section 40a of the first fitting screw 40.

[0049] Analogously, a second fitting screw 41 can be passed through a second bore (not shown here) in the second recess 39 of the second centrifugal force body 25, wherein the second centrifugal force body 25 is axially secured on the base body 20 via the second fitting screw 41, but is rotatable about the bearing section of the second fitting screw 41.

[0050] Fig. 3 shows the braking device 16 shown in Fig. 2 in a deactivated state from a bird's eye view. This view shows that in the deactivated state of the braking device 16, the first centrifugal force body 24 and the second centrifugal force body 25 are preloaded against one another via the tension spring 36 and are in contact with their opposing inner surfaces 24b, 25b. This corresponds to a decoupling position in which the first centrifugal force body 24 and the second centrifugal force body 25 do not rotate, or do not rotate quickly enough, about a common central axis of rotation D, so that no or only a small centrifugal force acts against the preload force of the tension spring 36. The preload force provided by the tension spring 36 is advantageously selected such that the rotational speeds occurring during normal operation of the vehicle lid exert a centrifugal force on the first centrifugal force body 24 and the second centrifugal force body 25 that is smaller than the preload force.the second centrifugal force body 25 is generated, so that during normal manual or, if necessary, automatic adjustment of the vehicle flap provided by a drive device, no additional braking force occurs through the braking device 16 or the support device 1.

[0051] It can also be seen that the first cover element 34 is fastened in the first recess 32 of the first centrifugal force body 24 by means of the first countersunk screw 28 and the second cover element 35 is fastened in the first recess 33 of the second centrifugal force body 25 by means of the second countersunk screw 29.

[0052] The first fitting screw 40 forms a first pivot axis S1, about which the first centrifugal force body 24 can be pivoted or rotated. Analogously, the second fitting screw 41 forms a second pivot axis S2, about which the second centrifugal force body 25 can be pivoted or rotated. In the deactivated state of the braking device 16 shown here, the first centrifugal force body 24 and the second centrifugal force body 25 are rotated clockwise about the first pivot axis S1 and second pivot axis S2, respectively, due to the pretensioning force acting by the tension spring 36, the first centrifugal force body 24 and the second centrifugal force body 25 thereby touching one another and mutually blocking further pivoting or rotation about their respective pivot axes S1 and S2, respectively.

[0053] In the deactivated state shown here, the first friction element 26 arranged in the first centrifugal force body 24 and projecting radially outwards or the second friction element 27 arranged in the second centrifugal force body 25 and projecting radially outwards is not in contact with an inner diameter of a stationary component within the support device 1, so that no additional braking force acts on a rotational movement of the spindle rod 9 or a pivoting of a vehicle flap.

[0054] Fig. 4 shows the braking device 16 shown in Fig. 2 in an activated state from a bird's eye view. The braking device 16 is in this state when the first centrifugal force body 24 and the second centrifugal force body 25 rotate quickly enough about the common central axis of rotation D and as a result corresponding centrifugal forces act on the first centrifugal force body 24 and second centrifugal force body 25. As can be seen, the centrifugal forces occurring due to the rotation cause the first centrifugal force body 24 to be pivoted or rotated counterclockwise outwards about its first pivot axis S1 against the tensile force acting by the tension spring 36 into a coupling position, and likewise the second centrifugal force body 25 to be pivoted or rotated counterclockwise outwards about the second pivot axis S2 against the tensile force acting by the tension spring 36 into a coupling position.Accordingly, the inner surfaces 24b, 25b of the first centrifugal force body 24 and second centrifugal force body 25 no longer touch each other.

[0055] By means of the first centrifugal force body 24, the first friction element 26 arranged therein and projecting radially outward was displaced further radially outward, so that it can come into contact with the housing 2 (not shown here), thus generating a braking force. Correspondingly, by means of the second centrifugal force body 25, the second friction element 27 arranged therein and projecting radially outward was displaced further radially outward, so that it can also come into contact with the housing 2 (not shown here), thus generating a braking force. Accordingly, the first centrifugal force body 24 and the second centrifugal force body 25 no longer touch each other.

[0056] The dashed line shows a circle K on which the first friction element 26 and the second friction element 27 move when the first centrifugal body 24 and the second centrifugal body 25 are deflected. As can be seen, the diameter of the circle K is larger than the diameter of the base body 20 arranged beneath the first centrifugal body 24 and the second centrifugal body 25. Accordingly, rotation of the first centrifugal body 24 and the second centrifugal body 25 about the central axis of rotation D results in the first friction element 26 and the second friction element 27 touching an inner diameter of a stationary component within the support device 1 and thus being able to bring about a corresponding braking of the rotational movement when the rotational speed exceeds a predefined threshold value. The first centrifugal body 24 and the second centrifugal body 25 are clamped in a rotationally fixed manner to the component fixed to the housing, here to the housing 2.In this case, a self-reinforcing braking force is achieved at least for the rotation of the first centrifugal force body 24 and the second centrifugal force body 25 in a first direction of rotation, which has the effect that the first centrifugal force body 24 and the second centrifugal force body 25 remain in the coupling position even when the centrifugal force is no longer acting and are only displaced back into the decoupling position under the influence of the tensile force of the tension spring 36 when rotated in a second direction of rotation opposite to the first direction of rotation.

[0057] Fig. 5 shows an enlarged partial view of the support device 1 shown in Fig. 1 in the region of the braking device 16. In this view it can be seen that the braking device 16 is deactivated since the first centrifugal force body 24 with the first friction element 26 arranged in the radial recess 24a or the second centrifugal force body 25 with the second friction element 27 arranged in the radial recess 25a is radially spaced from the first housing part 3 and thus no braking force is provided by the braking device 16.

[0058] The base part 17 and the base body 20 arranged on the base part 17 are axially secured to the first end 9a of the spindle rod 9 by a first retaining ring 42, which rests against an underside of the base part 17, and by a second retaining ring 43, which is arranged above the bottom 20b of the base body 20. A spacer sleeve 44 is arranged between the second retaining ring 43 and the bottom 20b of the base body 20.

[0059] The first end 9a of the spindle rod 9 has a slot-shaped recess 9b into which the coil end 23a (see Fig. 2), not shown here, of the wrap spring 23 is inserted, so that when the spindle rod 9 rotates about the spindle axis S or about the coaxial central axis of rotation D, the wrap spring 23 is rotated. The wrap spring 23 is frictionally connected to an inner side of the hollow cylindrical outer wall 20a of the base body 20 by being pressed into the base body 20. If a predetermined limit value of the rotational speed of the wrap spring 23 or of the base body 20 coupled to the wrap spring 23 is exceeded, the first centrifugal force body 24 or the second centrifugal force body 25 connected to the base body 20 is deflected outwards against the pretension of the spring part 36, so that the first friction element 26 orthe second friction element 27 comes into contact with an inner side of the first housing part and thus causes the rotation of the spindle rod 9 to stop. The wrap spring 23 cushions the sudden braking effect by slipping and prevents the spindle rod 9 from being brought to a sudden standstill, thus avoiding unwanted vibrations in the support device or in the vehicle lid that has fallen down with the support device. Furthermore, the wrap spring 23 makes it possible, when the braking device 16 is already activated, to effect reset by manually moving the vehicle lid by transmitting the rotation of the spindle rod 9 in a direction of rotation corresponding to the opening movement of the vehicle lid to the base body 20 and thus to the first centrifugal force body 24 and second centrifugal force body 25, which are then moved into the decoupling position.Furthermore, the vehicle flap can still be moved manually in the closing direction by applying appropriate force, since the wrap spring 23 then slips relative to the non-rotatable base body 20.

Claims

PATENT CLAIMS 1. A support device, in particular for a vehicle flap, comprising a housing (2) connectable between the vehicle flap and the vehicle body, said housing having at least a first housing part (3) and a second housing part (4), wherein the first housing part (3) and the second housing part (4) are telescopically guided and displaceable relative to one another, a spindle gear (8) coupled to the housing (2), wherein the spindle gear (8) comprises a spindle rod (9) and a spindle nut (10) threadedly engaged with the spindle rod (9), wherein one of the spindle rod (9) and the spindle nut (10) is rotatable in the housing (2) about a spindle axis (S) and the other of the spindle rod (9) and the spindle nut (10) is arranged in the housing (2) in a rotationally fixed manner, and a first braking device (16) coupled to one of the spindle rod (9) and the spindle nut (10) for braking the rotation of one of the spindle rod (9) and the spindle nut (10),wherein the first braking device (16) comprises a first centrifugal force body (24) and a second centrifugal force body (25) which are rotatable about a central axis of rotation (D), wherein the first braking device (16) can be activated by rotation relative to the housing (2) about the central axis of rotation (D) via centrifugal forces, characterized in that the first centrifugal force body (24) and the second centrifugal force body (25) consist at least partially of a ferromagnetic material.

2. Support device according to claim 1, characterized in that the first centrifugal force body (24) and the second centrifugal force body (25) consist entirely of the ferromagnetic material.

3. Support device according to claim 1, characterized in that the first centrifugal force body (24) and the second centrifugal force body (25) have at least one ferromagnetic core or a ferromagnetic coating.

4. Support device according to claim 1, characterized in that the first centrifugal force body and the second centrifugal force body are designed as plastic-bonded, pressed magnets.

5. Support device according to one of claims 1 to 3, characterized in that an inner surface (24b) of the first centrifugal force body (24) and an inner surface (25b) of the second centrifugal force body (25), which touch each other in the deactivated state of the braking device (16), consist of the ferromagnetic material.

6. Support device according to one of the preceding claims, characterized in that the ferromagnetic material is selected from a group comprising ferrite, aluminum-nickel-cobalt, samarium-cobalt and neodymium-iron-boron.

7. Support device according to one of the preceding claims, characterized in that the spindle rod (9) is coupled to one of the first housing part (3) and the second housing part (4) and the spindle nut (10) is coupled to the other of the first housing part (3) and the second housing part (4).

8. Support device according to one of the preceding claims, characterized in that the first housing part (3) can be coupled to one of the vehicle flap and the vehicle body and the second housing part (4) can be coupled to the other of the vehicle flap and the vehicle body.

9. Support device according to one of the preceding claims, characterized in that the rotation of the braking device (16) about the central axis of rotation (D) can be driven by rotation of one of the spindle rod (9) and spindle nut (10) about the spindle axis (S).

10. Support device according to one of the preceding claims, characterized in that the first centrifugal force body (24) forms a housing-fixed braking element, relative to which one of the spindle rod (9) and spindle nut (10) can be braked and stopped via the braking device (16). 11 . Support device according to one of the preceding claims, characterized in that the first centrifugal force body (24) is pivotable about a first pivot axis (S1).

12. Support device according to one of the preceding claims, characterized in that the first centrifugal force body (24) can be extended radially outwards.

13. Support device according to claim 11 and 12, characterized in that the first centrifugal force body (24) is pivoted radially outwards about the first pivot axis (S1) and / or extended radially outwards when the limit value of a rotational speed of the braking device (16) about the central axis of rotation (D) is exceeded due to the centrifugal forces acting on the first centrifugal force body (24), so that the first centrifugal force body (24) can come into contact with a component which is fixed in position and rotation relative to the housing (2).

14. Support device according to claim 13, characterized in that the stationary and rotationally fixed component is formed by the housing (2) itself or one of the first housing part (3) and the second housing part (4).

15. Support device according to one of the preceding claims, characterized in that the first centrifugal force body (24) remains in the coupling position even after the rotational speed of the braking device (16) has fallen below the threshold value.

16. Support device according to one of the preceding claims, characterized in that the first centrifugal force body (24) can be displaced into the coupling position by rotating the braking device (16) in a first direction of rotation.

17. Support device according to claim 16, characterized in that the first centrifugal force body (24) can be displaced from the coupling position into a decoupling position by rotating the braking device (16) in a second direction of rotation opposite to the first direction of rotation.

18. Support device according to claim 11, characterized in that the first pivot axis (S1) of the first centrifugal force body (24) is spaced from the central axis of rotation (D).

19. Support device according to claim 18, characterized in that the second centrifugal force body (25) is pivotable about a second pivot axis (S2).

20. Support device according to claim 19, characterized in that the second pivot axis (S2) is spaced from the central axis of rotation (D) about which the first centrifugal force body (24) and the second centrifugal force body (25) are jointly rotatable. 21 . Support device according to one of the preceding claims, characterized in that the first centrifugal force body (24) in a demagnetized state of the ferromagnetic material when a first threshold value of a rotational speed of the braking device (16) about the central axis of rotation (D) is exceeded in a coupling position and the first centrifugal force body (24) in the Coupling position relative to the housing (2) is rotationally coupled.

22. Support device according to claim 21, characterized in that the first centrifugal force body (24) is displaced into a coupling position in a magnetized state of the ferromagnetic material when a second threshold value of a rotational speed of the braking device (16) about the central axis of rotation (D) is exceeded, and the first centrifugal force body (24) is rotationally coupled in the coupling position relative to the housing (2), wherein the second threshold value of the rotational speed is greater than the first threshold value of the rotational speed.

23. Support device according to one of the preceding claims, characterized in that a spring part (36) is arranged between the first centrifugal force body (24) and the second centrifugal force body (25), wherein the spring part (36) prestresses the first centrifugal force body (24) and the second centrifugal force body (25) radially against each other in the direction of the central axis of rotation (D).

24. Support device according to one of the preceding claims, characterized in that the first centrifugal force body (24) is non-rotatably coupled to the housing (2) by frictional engagement in the coupling position.

25. Support device according to claim 24, characterized in that the first centrifugal force body (24) has a first friction element (26) and the second centrifugal force body (25) has a second friction element (27).

26. Support device according to claim 25, characterized in that the first friction element (26) is received and fastened in a recess (24a) of the first centrifugal force body (24), the first friction element (26) protrudes from the first centrifugal force body (24), the second friction element (27) is received and fastened in a recess (25a) of the second centrifugal force body (25) and the second friction element (27) protrudes radially from the second centrifugal force body (25).

27. Support device according to claim 26, characterized in that the first friction element (26) is detachably connected to the first centrifugal force body (24) and the second friction element (27) is detachably connected to the second centrifugal force body (25).

28. Support device according to one of the preceding claims, characterized in that the first centrifugal force body (24) is non-rotatably coupled to the housing (2) by positive locking in the coupling position.

29. Support device according to one of the preceding claims, characterized in that the central axis of rotation (D) and the spindle axis (S) are coaxial.

30. Support device according to one of the preceding claims, characterized in that the braking device (16) comprises a first braking element (23) which is coupled to one of the spindle rod (9) and the spindle nut (10). 31 . Support device according to claim 30, characterized in that the braking device (16) comprises a base body (20), wherein the first braking element (23) is frictionally coupled to the base body (20).

32. Support device according to claim 31, characterized in that the base body (20) is coupled to the first centrifugal force body (24), so that the base body (20) is rotationally fixed relative to the housing (2) when the first centrifugal force body (24) is displaced into the coupling position. is determined.

33. Support device according to claim 31 or 32, characterized in that the first braking element (23) is designed as a wrap spring which is pressed into the base body (20) of the braking device (16).

34. Support device according to one of claims 30 to 33, characterized in that the first braking element (23) has a first end (23a) which can be coupled to one of the spindle rod (9) and the spindle nut (10).

35. Method for assembling a support device (1) according to one of the preceding claims, comprising Magnetizing the first centrifugal force body (24) and the second centrifugal force body (25) such that the first centrifugal force body (24) and the second centrifugal force body (25) magnetically attract each other, connecting the support device (1) between a vehicle flap and a vehicle body, and Demagnetizing the first centrifugal force body (24) and the second centrifugal force body (25).

36. Method for assembly according to claim 35, characterized in that the demagnetization of the first centrifugal force body (24) and the second centrifugal force body (25) is carried out by applying a strong magnetic field opposite to the polarity of the first centrifugal force body (24) and the second centrifugal force body (25).

37. Method for assembly according to claim 35, characterized in that an alternating magnetic field of alternating decreasing intensity is applied externally for demagnetization.

38. Method for assembly according to claim 35, characterized in that the demagnetization is carried out by heating the first centrifugal force body (24) and the second centrifugal force body (25) above the Curie temperature of the ferromagnetic material.

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