Mounting element for a mounting device of an openable body element on a remaining body of a motor vehicle, and mounting device

Abstract

The invention relates to a mounting element (1) for a mounting device of an openable body element (2) on a remaining body (3) of a motor vehicle, the mounting element having a first mounting part (5), which is fixedly arrangeable on the remaining body (3) or on the body element (2), of the mounting element (1) and having a second mounting part (6) of the mounting element (1), between which there is arranged an actuator (4) by means of which the two mounting parts (5, 6) are movable relative to one another. The invention also relates to a mounting device for an openable body element (2).

Description

[0001] Bearing element for a bearing device of an openable body element on a remaining body of a motor vehicle, as well as bearing device

[0002] The invention relates to a bearing element for a bearing device of an openable body element on a remaining body of a motor vehicle and to a bearing device.

[0003] DE 29 05 973 A1 discloses a vibration damper for damping or eliminating vibrations caused by the application of dynamic excitation forces to the mass of an object, such as a machine, with a damping mass that is coupled to the object via a spring element.

[0004] The object of the invention is to hinder or prevent noise generation resulting from the vibration of an openable body element on the rest of the body of a motor vehicle, preferably during operation of the motor vehicle.

[0005] This problem is solved according to the invention by the subject matter of claim 1 and claim 9. Advantageous embodiments or further developments of the invention are the subject of the dependent claims and the description.

[0006] The invention provides a bearing element for a bearing device of an openable body element on a remaining body of a motor vehicle, comprising a first bearing part of the bearing element that can be fixedly arranged on the remaining body or the body element, and a second bearing part of the bearing element, between which an actuator is arranged by means of which the two bearing parts can be moved relative to each other.

[0007] The body panel can be a vehicle door, a hood, an engine cover, a trunk lid, or a tailgate for closing a trunk. The rest of the vehicle body is the part of the vehicle body to which the body panel or panels are attached in an opening manner. The mounting element can be, for example, a buffer element, in particular a rubber buffer, a hinge, or a lock—that is, an element by which the body panel is at least indirectly connected to the rest of the vehicle body or is at least in contact with the rest of the vehicle body when closed. Here, a lock is understood to be a device by which the body panel can be held against the rest of the vehicle body in the closed position.The lock may have an actuating element, whereby, upon actuation of the actuating element, the body element can transition from the closed state to a released state, or assume such a state, so that it can be opened. The bearing element comprises a first bearing part and a second bearing part. The first bearing part can be arranged or attached to the body element or to the rest of the body, i.e., in a fully manufactured state, it can be attached to the rest of the body. The second bearing part can be arranged on the same body element as the first bearing part, i.e., it can be arranged in the fully manufactured state.For example, if the first bearing component is attached to, arranged on, or can be arranged on the body panel, the second bearing component can be arranged on, or can be arranged on, the body panel, or the second bearing component can be arranged on a different body panel, such as the rest of the vehicle body, if the first bearing component can be arranged on, or can be arranged on, the body panel. Conversely, both the first and second bearing components can be arranged on, or can be arranged on, the rest of the vehicle body, or only the first bearing component can be attached to the rest of the vehicle body and the second bearing component to the body panel. The first and second bearing components are movable relative to each other by means of the actuator. This means that they can be moved relative to each other by the actuator. The actuator can, for example, be a pneumatically and / or hydraulically and / or electrically driven plunger that can be moved linearly or translationally.The term "plunger" here refers, for example, to a cylindrical pin with a diameter of 1 mm to 50 mm, which can be made of metal and / or plastic. The actuator can be, for example, an electrically operated solenoid, i.e., a coil whose magnetic force, when energized, moves or guides the plunger. For this purpose, the plunger can be made, at least partially, of a ferromagnetic material such as an iron alloy and / or nickel alloy. Specifically, the actuator is arranged on the first bearing element, and the second bearing element is the plunger head. Alternatively, the first bearing element can be a housing for the actuator. Preferably, the plunger head, which can be designed as the second bearing element, is made of a hardened material such as tool steel. This reduces or prevents wear on the head.In a process involving the plunger via the actuator, the two bearing parts are thus moved relative to each other. The actuator can be, or is already, spatially positioned between the two bearing parts. Therefore, according to the invention, only a portion of the actuator can be positioned between the two bearing parts. This offers the advantage that the stiffness of a body component of the body element can be altered, and thus its natural frequency. Consequently, the stiffness and natural frequency of the entire openable body element can be changed. Additionally or alternatively, the actuator can introduce a vibration into the body element, in particular a counter-vibration that is out of phase with a vibration of the body element and can thus cancel it out.This can prevent or hinder the generation of noise originating from a vibration of the body panel.

[0008] The invention is based on the understanding that during operation of the vehicle, excitations can occur, for example, through the vibration of a drive motor such as an electric motor or an internal combustion engine, or through the airflow around the vehicle, which may have a frequency that coincides with a natural frequency of the body panel. This can excite the body panel in such a way that a sound is produced which is perceived as disturbing.

[0009] The motor vehicle is, for example, designed as a motor vehicle, in particular as a passenger car or as a commercial vehicle. The motor vehicle is designed as an electric vehicle or as a hybrid vehicle or as a vehicle powered by an internal combustion engine.

[0010] The invention also includes embodiments or further developments that result in additional advantages.

[0011] A further development of the invention provides that the bearing element is designed as a locking device with a locking bar holder which holds a locking bar, comprising the first bearing part and the second bearing part which holds the locking bar and is movable by means of the actuator.

[0012] This offers the advantage that by moving the two mounting parts relative to each other using the actuator, the connection stiffness of the body panel and / or a body component of the body panel to the rest of the body can be changed, thus altering the natural frequency of the body panel. This prevents excitation of the body panel in the region of its natural frequency and therefore minimizes or eliminates noise generation.

[0013] The locking device comprises a lock and the locking bar holder. The lock can be mounted on the remaining bodywork and the locking bar holder on the body panel, or vice versa, i.e., the lock can be mounted on the body panel and the locking bar holder on the remaining bodywork. In the finished state, the lock is mounted on the remaining bodywork or on the body panel, and the locking bar holder is mounted complementarily on the body panel or on the remaining bodywork. In particular, it is provided that the actuator moves the two bearing parts when the body panel is in a closed position.

[0014] A further development of the invention provides that the two bearing parts, encompassed by the locking lever holder, are formed in one piece.

[0015] The one-piece design can be configured such that the two bearing parts are resiliently mounted relative to each other. This means that when the two bearing parts move relative to each other, a restoring force can occur, returning them to an initial state or position.

[0016] This offers the advantage that, by means of the actuator positioned between the two bearing parts, a stress, in particular a bending stress, can be created, increased, or decreased between the two bearing parts when they are moved relative to each other—in other words, it can at least be changed. For example, the two bearing parts can each be an arm or leg of a U-shaped profile, connected by a web that corresponds to the lower cross web of the U. The actuator is positioned between the two legs, and when the two bearing parts are moved relative to each other—that is, when the two legs are deflected from a stress-free or low-stress initial state—the stress with which the two bearing parts tend to return to their initial state can be changed.

[0017] A further development of the invention provides that the actuator is designed as a coil that can be supplied with electrical current and thereby magnetized, and which is arranged around a crash bolt encompassed by the locking bolt holder. This offers the advantage that the actuator can be arranged in a particularly space-saving manner in the locking bolt holder between the two bearing parts.

[0018] A crash bolt is a bolt, specifically a metal component or pin, designed to create an additional load path in the event of an accident or crash, thus keeping the body panel closed. According to the safety regulations of various countries, such a crash bolt is a technical solution to ensure that a body panel does not open in an accident. The crash bolt, which is encompassed or enclosed by the coil, simultaneously acts as a magnetic core when the coil is energized, thereby amplifying the coil's magnetic force. The crash bolt can be positioned within the locking bracket in such a way that it loosely connects the first and second bearing parts, without applying any preload.If the actuator, i.e., the coil around the crash bolt, is arranged between the two legs of the U-shaped locking bracket, an attractive force can be built up between the two bearing parts when the coil is energized, causing them to move towards each other and thus creating a restoring force which in turn changes the stiffness of the locking device and the body element and thus ultimately its natural frequency.

[0019] A further development of the invention provides that the bearing element is designed as a buffer element that can be arranged between the body element and the rest of the body.

[0020] This offers the advantage that the actuator can be arranged in a particularly space-saving manner within the buffer element, meaning it can be at least partially enclosed by the buffer element. Specifically, the actuator is designed as a solenoid, with a coil for moving the plunger (a magnetizable metal pin) that can be mounted on the body panel or the rest of the vehicle body. The second bearing element is a head or top surface of the plunger that can be extended from the coil. By activating the actuator, the second bearing element, i.e., the plunger head, can be pressed against the body panel or the rest of the vehicle body, thus clamping these two body parts against each other. This changes the stiffness of the body panel and consequently its natural frequency.A further development of the invention provides that the bearing element is designed as a hinge between the body element and the rest of the body.

[0021] This offers the advantage that the actuator can be accommodated in a particularly space-saving manner, and that a particularly large lever arm exists in relation to any additional bearing element, if present, so that a preload or a counter-vibration can be introduced into the body element particularly efficiently.

[0022] The hinge can be designed as a four-bar linkage or a single-bar linkage. The single-bar linkage can have the special feature of incorporating a second, temporary axis within a hinge arm. By using a locking screw as an example of an axis element for this second axis, it can be considered a two-bar linkage with a predetermined range of motion. This temporary second axis of the single-bar linkage, which allows temporary movement around the second axis within the hinge arm, can be used in a vehicle manufacturing process, for example, to assemble the body panel. In the case of the described single-bar linkage with the temporary second axis, the actuator can be located within the hinge.For this type of hinge in particular, it may be possible to replace a fixed screw connection with an active element, such as the actuator, which allows impulses or movements with a frequency or counter-frequency to be initiated at the hinge during ferry operation.

[0023] A further development of the invention provides that, in order to stiffen the bearing element by means of the actuator, the two bearing parts of the bearing element can be fixed relative to each other.

[0024] This offers the advantage that the distance between the two bearing parts can be adjusted by the actuator, and thus the tension or preload between the two bearing parts can be adjusted or changed. This, in turn, allows the stiffness and therefore the natural frequency of the body panel to be altered.

[0025] A further development of the invention provides that, to initiate a counter-vibration, the two bearing parts of the bearing element can be excited relative to each other by means of the actuator. As described, the counter-vibration is an oscillation in opposite phase to the oscillation with which the body element can oscillate.

[0026] This offers the advantage that the body element can be kept with low or no vibration, since the counter-vibration can cancel out the vibration with which the body element vibrates, which is also called its natural vibration.

[0027] The invention comprises a bearing device for an openable body element on a remaining body of a motor vehicle with at least one of the bearing elements described above.

[0028] The mounting system, for example for a tailgate, can comprise two hinges, two buffer elements or rubber buffers, and a locking mechanism. This offers the advantage that, depending on the design of a body panel, the mounting elements can be arranged particularly efficiently within the mounting system, thus enabling the body panel to be held with minimal or no vibration.

[0029] A further development of the invention provides that the bearing device comprises a damping element for vibration damping of a vibration of the body element, wherein a vibration of the damping element can be changed by the bearing device.

[0030] The damping element can include an additional actuator, which, for example, can be used to change the damping element's inherent stiffness or to introduce a counter-vibration into the body panel. This offers the advantage of allowing fine-tuning of the mounting system, for example, with regard to the frequency range in which the damping element is excited, and enables the mounting system to dampen vibrations of the body panel particularly effectively. The damping element can be designed separately from the mounting elements or interact with them. The damping element can, for example, have a tubular or cylindrical body, which may be at least partially hollow. A web can be arranged at each end of the body, via which the damping element can be connected to the body panel.In other words, the damping element can be held at least indirectly connected to the body panel by the bridge. An electrically energized coil can be installed inside the body, i.e., the tube or cylinder, by means of which a magnetizable mass can be moved to provide a counter-oscillation that can be introduced or introduced into the body panel via the bridges. Additionally or alternatively, a spring element can be arranged inside the tube, the preload of which can be changed by means of the actuator. For this purpose, the actuator can, for example, comprise an electric motor with a spindle drive and spindle, i.e., a threaded rod. The spring element can be designed as a coil spring through which the threaded rod can be guided.At least one end of the spring element can be moved along the threaded rod by means of the spindle drive or the electric motor, which may be located inside or outside the cylinder, in order to change the preload and thus the stiffness of the damper element.

[0031] Alternatively, the damping element can be made at least partially from a solid metallic material. The damping element can be cylindrical, meaning it has a length at least six times greater than its diameter. The damping element can have a recess or notch at each of its ends—a bottom surface or side and a top surface or side—lined with a plastic material, such as natural, semi-synthetic, and / or synthetic rubber. Two retaining elements can be attached to the body panel, for example, by screws. These retaining elements each have a shape corresponding to a notch or recess and are designed to hold the damping element in place. An actuator mounting bracket can be attached to the body panel to hold an actuator designed as a lifting magnet.The actuator mounting bracket can have a longitudinal side that is arranged parallel to a longitudinal axis of the cylindrical damper element. The actuator, held on the mounting bracket, for example by an interference fit, can be positioned so close to the damper element that the plunger of the lifting magnet touches the damper element when it extends from the lifting magnet. By actuating or controlling the actuator, the damper element can thus be subjected to vibration via the plunger; for example, the damper element can be set into vibration or excited to vibrate by the actuator. Additionally or alternatively, vibration of the damper element can be dampened by excitation from the actuator via the plunger. Preferably, the damper element has a surface on which, in the fixed state of the damper element, the actuator or...The side or area facing the plunger has a recess so that the damping element can oscillate in the two spatial directions in which it is not excited by the plunger, i.e., those perpendicular to an axis of the plunger. Additionally or alternatively, the plunger can have a joint to allow free oscillation of the damping element in the spatial directions perpendicular to the plunger axis.

[0032] Further features of the invention will become apparent from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown in the figures alone, are not only usable in the combinations specified, but also in other combinations or on their own.

[0033] The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The drawings show:

[0034] Fig. 1 shows a schematic sectional view of a bearing element designed as a buffer element, arranged between a body element and a remaining body;

[0035] Fig. 2 shows a schematic sectional view of a bearing element designed as a buffer element, arranged between a closed, openable body element and a remaining body;

[0036] Fig. 3 schematic detail view of the section through the as

[0037] Buffer element: a bearing element arranged between a closed, openable body element and the rest of the body;

[0038] Fig. 4 shows a schematic representation of a hinge.

[0039] bearing element, arranged between the body element and the rest of the body;

[0040] Fig. 5 shows a schematic representation of a bearing element designed as a two-axis hinge for connecting a tailgate as a body element to the rest of the body; Fig. 6 shows a schematic perspective view of a locking bar holder of a bearing element designed as a locking device;

[0041] Fig. 7 shows a schematic representation of a cross-sectional area through the locking bar holder of the bearing element designed as a locking device.

[0042] Fig. 8 shows a schematic representation of a storage device comprising a storage element and a damper element arranged on a tailgate;

[0043] Fig. 9 schematic detail view of the bearing device comprising the bearing element and the damper element arranged on a tailgate;

[0044] Fig. 10 schematic sectional view of a storage device comprising a storage element and a damper element with engagement space arranged on a tailgate; and

[0045] Fig. 11 schematic detail view of the sectional view of the

[0046] Storage device comprising the storage element and the damper element with engagement space arranged on the tailgate;

[0047] Fig. 1 shows a schematic sectional view through a bearing element 1 designed as a buffer element 7, arranged between a body panel 2 and a remaining body section 3. In this embodiment, the openable body panel 2 can be a vehicle door, a tailgate, an engine cover, or a hood. Fig. 1 shows the body panel 2 in a closed state, in which the body panel 2 can rest on the bearing element 1 designed as a buffer element 7, which can be arranged on the remaining body section 3. An actuator 4 can be arranged in the buffer element 7, which can be designed as a rubber buffer, i.e., encompassed or enclosed by the buffer element 7, as shown in Fig. 1. Here, "rubber" refers to natural, semi-natural, or synthetic rubber or plastic. As shown in Fig. 1, the actuator 4 can be a solenoid.A metallic or magnetizable plunger can be arranged to move or be moved within the lifting magnet. In this embodiment, a housing of the actuator 4 can be a first bearing element 5, and an upper part or head of the movable plunger can be a second bearing element 6. The head can be made of a particularly hardened material to reduce wear. As shown in Fig. 1, the head or the second bearing element 6 can be positioned at a distance from the body element 2, rather than in contact with it. The actuator 4 can be configured, in a first operating mode, to bring the head into contact with the body element 2 and thus move it relative to the first bearing element 5, and, supported on the remaining body 3, to exert a compressive force on the body element 2.This compressive force can create a preload between body panel 2 and the rest of the body 3, thereby altering the stiffness and thus the natural frequency of body panel 2. In a second operating mode, the head can be directed or struck against body panel 2 at an adjustable frequency, thus introducing or initiating a vibration at the adjustable frequency into body panel 2. If the body panel vibrates at a natural frequency due to excitation caused by the operation of the motor vehicle or vehicle, such as air turbulence or vibrations from a drive engine, the introduced frequency can be antiphase to the natural frequency and thus act as a counter-vibration, canceling out or at least reducing the natural frequency. This can prevent or at least reduce noise generation caused by the natural frequency.Changing the natural frequency of the body element 2 or introducing a counter-vibration can be provided in the closed state of the openable body element 2, since driving the motor vehicle can only be intended with a closed body element, such as vehicle doors or the tailgate.

[0048] Fig. 2 shows a schematic cross-section through a bearing element 1 designed as a buffer element 7, wherein the buffer element 7 can be arranged on a remaining body section 3 between the remaining body section 3 and a closed, openable body section 2. In Fig. 2, the first bearing part 5 can be a housing of an actuator 4, and the second bearing part 6 can be a plunger that is movable by the actuator 4, which is designed as a solenoid. As shown in Fig. 2, the plunger can pass through the buffer element 7, which can be made of rubber. In a closed state of the body section 2, as shown in Fig. 2, the second bearing part 6, which can be the plunger or, in particular, a plunger head, can be moved by the actuator 4 onto a support surface 16 arranged on the side of the body section.In other words, the second bearing element 6 should be able to strike or abut the support surface 16 through the buffer element 7, so that a vibration can be introduced into the body element 2. If the body element 2 is excited to a natural vibration, particularly during driving or operation of the vehicle, this natural vibration can be reduced or eliminated by an out-of-phase frequency, i.e., an out-of-phase frequency vibration, applied by the actuator and transmitted via the plunger or the second bearing element 6 through the support surface 16 into the body element 2.Alternatively or additionally, a pressure force can be applied to the body element 2 in the closed state by means of the second bearing part 6, i.e. for example by means of the plunger, so that it is tensioned or a preload can be introduced in the closed state of the body element 2, which can change a natural frequency of the body element 2.

[0049] Fig. 3 shows an enlarged detail view of the section through the buffer element 7, which can be designed as a bearing element 1, from Fig. 2. As already described for Fig. 2, the buffer element 7 can have a preferably central bore or recess through which the plunger, i.e., the second bearing part 6, can be passed and in which the second bearing part 6 can move, in particular by being excited by the actuator 4, which is designed as a lifting magnet. The housing of the actuator 4 or the first bearing part 5 can, for example, be attached to the rest of the body 3 by means of one or more screw connections (not shown in Fig. 2 or Fig. 3 due to the sectional view).To move the second bearing element 6 through the buffer element 7 to the support surface 16, which may be attached to the body element 2, or to allow it to abut the support surface 16, a bracket for the buffer element 7, with which the buffer element 7 may be attached to the remaining body 3, can also be designed to be continuous, i.e., have a bore or recess with a larger diameter than that of the preferably cylindrical plunger. The support surface 16 may preferably be made of metal and, for example, be attached to the body element 2 by means of a screw connection, so that a frequency introduced by the plunger or the second bearing element 6 by impacts on the support surface 16 can be transmitted particularly well from the support surface 16 into the body element 2. Fig.Figure 4 shows a schematic representation of a bearing element 1 designed as a hinge 8, arranged between the body element 2 and the remaining body 3. As shown in Figure 4, the hinge 8 can be designed as a four-bar hinge, with which a tailgate, as a body element 2, can be movably, and in particular openably, attached to the remaining body 3. In Figure 4, the body element 2 is in a closed state. In this embodiment, the hinge 8, as a bearing element 1, can have or comprise two actuators 4.1, 4.2, both of which can be designed as lifting magnets. Alternatively, the hinge 8 can comprise only one of the two actuators 4.1, 4.2. In this embodiment, the first bearing part 5 can be a hinge attachment, which can be attached to or arranged on the remaining body 3. A first actuator 4.Actuator 4.1 can change the natural frequency of body panel 2 by exerting a force on a second hinge mounting located on body panel 2. The head of the first actuator 4.1 can represent the second bearing part 6. A second actuator 4.2 can be arranged at an angle to the first actuator 4.1 and, for example, excite a leg or arm of the hinge 8 with a counter-vibration that can be transmitted to body panel 2 via the hinge mounting on the body panel side and thus counteract a natural vibration of body panel 2.

[0050] Fig. 5 shows a schematic representation of a bearing element 1, designed as a two-axis hinge 8 for connecting a tailgate as a body element 2 to the rest of the body 3. As shown in Fig. 5, the hinge 8 can have a first hinge arm 19, which can be attached to the rest of the body 3 and which can have a first axis 17 about which the first hinge arm 19 can rotate. Via an arm connection point 21 and a second axis 18, the first hinge arm 19 can be connected to a second hinge arm 20. The body element 2, for example a tailgate or a trunk lid, can be arranged on the second hinge arm 20, as shown in Fig. 5. The second axis 18, which can be designed, for example, as a metallic rivet or a cylindrical pin, can allow the second hinge arm 20 to rotate relative to the first hinge arm 19.In particular, a relative rotation of 0 to 30 degrees, preferably 0 to 15 degrees, can be provided. As shown in Fig. 5, an actuator 4, which can be designed as a solenoid (shown in section in Fig. 5), with a plunger can be arranged at the arm joint 21. The hinge joint 21 can be a bore or recess that passes through the two hinge arms 19, 20 and through which a plunger of the actuator 4 can be passed, so that it is movable in the recess of the arm joint 21. In the example shown in Fig. 5, the plunger of the actuator 4 can be designed as a second bearing element 6, and a housing of the actuator 4 as a first bearing element 5.The first bearing element 5, i.e., the housing of the actuator 4, can be connected to the first hinge arm 19 in such a way that the first bearing element 5 is immovable relative to the first hinge arm 19, i.e., it can be screwed to the first hinge arm 19, for example. The second bearing element 6, i.e., the plunger, can be connected at one end to the second hinge arm 20 on one side of the arm connection point 21 by means of a frictional, positive, and / or material-locking connection, so that relative movement of the plunger to the second hinge arm 20 is prevented. If a force and / or a vibration is now transmitted to the plunger via the lifting magnet or the actuator 4, this force and / or vibration can be transmitted through the recess of the arm connection point 21 via the plunger to the second hinge arm 20.Because the second hinge arm 20 can move relative to the first hinge arm 19 via the second axis 18, this vibration can be transmitted particularly favorably, namely via a lever arm between the arm connection point 21 and the second axis 18, to the body element 2 arranged or attached to the second hinge arm 20. Alternatively, the arm connection point 21 can have a stop surface on the second hinge arm 20 against which the plunger can be moved or struck in order to impart a vibration to the body element 2 via the second hinge arm 20.

[0051] Fig. 6 shows a schematic perspective view of a locking bar holder 9 of a bearing element 1 designed as a locking device. In this embodiment, the locking bar holder 9 can be designed to be mounted on a tailgate. In this embodiment, the first bearing part 5 and the second bearing part 6 can be connected to each other by means of a tab or a U-shaped web 14 and formed in one piece. For mounting on the tailgate, as shown in Fig. 6, mounting holes can be provided in the second bearing part 6 to fasten the second bearing part 6 to the tailgate, for example by means of screws. The locking bar 10 can be arranged on the first bearing part 5, as shown in Fig. 6. This can be designed to be secured by a lock (not shown in Fig. 6).6) After the tailgate has been closed, it is to be held in a closed position as a body element 2. A crash bolt 11 can be arranged between the two bearing parts 5, 6. The crash bolt 11 can be made of iron or a magnetizable steel and allows movement of the two bearing parts 5, 6 towards each other, but only allows movement away from each other up to a stop of the crash bolt 11. A coil as an actuator 4 can be arranged around or surrounding the crash bolt 11, i.e., between the two bearing parts 5, 6. The coil of the actuator 4 can be energized via a power supply 13, i.e., through which an electric current flows and thus generates a magnetic field that can be amplified by the crash bolt 11, which is enclosed by the coil and acts as the coil core.When the tailgate is closed, i.e., when the locking bar 10 is engaged in the lock attached to the body 3, and thus held in place by it, the magnetic field can move the two bearing parts 5 and 6 towards each other. This increases the stiffness of the connection between the tailgate and the body, which in turn can change the tailgate's natural frequency. Overall, increasing the stiffness of the connection changes the stiffness of the bearing element 1, which in this embodiment acts as a locking device. Additionally or alternatively, the actuator 4, i.e., in this embodiment the coil around the crash bolt 11, which can interact with the crash bolt as a coil core to amplify the coil's magnetic field, can introduce a counter-oscillation into the tailgate.For this purpose, the coil can be energized at an adjustable frequency. In conjunction with a restoring force against the movement of the two bearing parts 5, 6 towards each other, caused by the stiffness of the bridge 14, the counter-oscillation can be introduced into the locking bracket 9. Via a connection to the tailgate, this counter-oscillation can be introduced into the tailgate and thus reduce or prevent noise generation in the tailgate. To increase stiffness, the locking bracket 9 can have a spring rod 12. The two bearing parts 5, 6 can be connected to each other at least indirectly, additionally or alternatively to the bridge 14, via the spring rod 12. If the two bearing parts 5, 6 are deflected from an initial state or position, the deflection can be counteracted by bending the spring rod 12, thereby providing an additional counterforce against the movement of the two bearing parts 5, 6.

[0052] Fig. 7 shows a schematic representation of a cross-sectional area of ​​section AA, shown in Fig. 3, through the locking bar holder 9 of the bearing element 1, which is designed as a locking device. Visible are the web 14 connecting the two bearing parts 5, 6, the two bearing parts 5, 6, the locking bar 10, the spring rod 12, the crash bolt 11, and the actuator 4, which in this embodiment, as in Fig. 3, is designed as an energizable coil around the crash bolt 11. It is clearly visible in Fig. 7 that the shape of the crash bolt 11 allows relative movement of the two bearing parts 5, 6 along a rotational axis 15 of the crash bolt, which in this embodiment is rotationally symmetrical. This allows the stiffness of the connection between the tailgate and the rest of the body to be increased when the coil is continuously energized against a restoring force due to the bending stiffness of the web 14 and / or the spring rod 12.This allows the natural frequency of the tailgate to be changed, thus preventing or reducing any natural oscillation of the tailgate resulting from a given excitation. Alternatively, by energizing the coil at an adjustable frequency, a counter-oscillation at this adjustable frequency can be introduced or initiated into the tailgate via the latch bracket 9, thereby reducing or eliminating any natural oscillation of the tailgate.

[0053] Fig. 8 shows a schematic representation of a bearing device comprising a bearing element 1 and a damping element 22, arranged on a body element 2 designed as a tailgate. The damping element 22 shown in Fig. 8 can be made of a solid material, preferably a solid metallic material, and have a mass of approximately 10% of the mass of the body element 2, for example 0.5 to 5 kg, in particular 1 to 3 kg. The damping element 22 can have a diameter of 0.5 to 10 cm, be cylindrical at least in some areas, and have a length of 3 to 50 cm along a central axis or cylinder axis.

[0054] Fig. 9 shows an enlarged detail view of the mounting device from Fig. 8. The damper element 22 can have a notch or recess at both its ends, i.e., at the head or top surface, and at the bottom surface of the cylindrical damper element 22, which is lined with an elastic material, such as rubber, i.e., synthetic, natural, or semi-synthetic rubber. The damper element 22 can be connected directly or, as shown in Fig. 9, indirectly via a web to the body element 2, i.e., the tailgate. The web can have two protrusions, each corresponding to one of the notches or recesses, to hold the damper element 22 in place in the finished state. In particular, the lining of the recesses or notches with the elastic material allows the damper element 22 to be elastically mounted. As shown in Fig.As shown in Fig. 9, an actuator mounting bracket 23 can be arranged parallel to the web by which the damper element 22 can be held on the body element 2. The actuator mounting bracket 23 can be connected to the web or directly or indirectly to the body element 2, as shown in Fig. 9. It should be noted that the actuator mounting bracket 23 should not be connected to the damper element 22. Preferably, an actuator 4 designed as a solenoid can be arranged centrally in the actuator mounting bracket 23 in a longitudinal direction parallel to the web. The actuator 4 can be connected to the actuator mounting bracket 23, for example, by a positive fit, a friction fit, and / or a material fit, such as an interference fit.On a side facing the damping element 22, a plunger 6 can be extended from the actuator 4, wherein the plunger, in particular a head of the plunger, i.e., an end of the plunger 6 facing the damping element 22, can be designed as a second bearing part 6. The first bearing part 5 can, in this example, be the actuator retaining bracket 23 or a housing of the actuator 4. During operation of the actuator 4, the second bearing part 6 can thus be moved relative to the first bearing part 5. The second bearing part 6, i.e., the plunger or, more preferably, the head of the plunger, can be extended by the lifting magnet towards the damping element 22 to such an extent that the second bearing part 6 contacts the damping element 22.Thus, the actuator 4 can subject the damper element 22 to vibration via the plunger 6 or the second bearing part 6; in particular, a vibration of the damper element 22 can be excited, accelerated, and / or decelerated or damped. The damper element 22 can therefore be excited beyond its natural frequency, at which it could vibrate without the bearing element 1 or the bearing device if it were excited at this frequency by the self-oscillating body element 2. As shown in Fig. 9, the damper element 22 can have a constriction or reduction in cross-section in a central longitudinal region relative to its longitudinal axis, the length of which along the longitudinal axis of the damper element 22 is greater than the diameter of the preferably cylindrical plunger.This ensures that the vibration of the damping element 22 can be influenced by a stop of the second bearing part 6, i.e., the head of the plunger, whereby the elastically mounted damping element 22 can simultaneously oscillate or move in two spatial directions perpendicular to an axis of the plunger, i.e., a longitudinal axis of the cylindrically shaped plunger. Preferably, the longitudinal axis of the plunger forms a surface normal to a base or main surface of the body element 2. The main surface can be defined by being spanned by the points at which the body element 2, i.e., in this example, the tailgate, would rest on a flat surface under the influence of gravity with its side facing the rest of the body 3.

[0055] Fig. 10 shows a bearing arrangement similar to that shown in Figs. 8 and 9, cut through the actuator 4, the damping element 22, and the body element 2, which in this example can be designed as a tailgate. In this example, the damping element 22 can additionally or alternatively have an engagement space, in addition to or as an alternative to the cross-sectional reduction, particularly shown in Fig. 9, into which the plunger of the actuator 4 can be inserted.

[0056] Fig. 11 shows a schematic detail of the sectional view of the bearing assembly from Fig. 10, comprising the bearing element 1 and the damper element 22 with the engagement chamber, arranged together on a body element 2, here designed as a tailgate. In this example, the actuator 4 can be designed as a solenoid, the first bearing part 5 can be designed as the actuator retaining bracket 23, and the second bearing part 6 can be a plunger 6 movable by the solenoid, in particular a plunger head. In this example, the engagement chamber can be a recess in the damper element 22 into which the plunger or the second bearing part 6 can be inserted, i.e., when the damper element 22 is excited, it can be inserted into the engagement chamber and provides a stop or stop surface on a side opposite or facing the plunger head.The engagement space can, for example, have a diameter 1.5 to 5 times that of the plunger, so that the damping element 22 has a range of motion or freedom to oscillate in both spatial directions perpendicular to an axis or cylinder axis of the plunger. Additionally or alternatively, the plunger can have one or more joints arranged in a length region of the plunger that is not located within the engagement space when the plunger head touches or contacts the damping element 22 by impacting the stop surface. The at least one joint is intended to provide, as an alternative or additional feature to the preferably cylindrical engagement space, a movement of the damping element 22 perpendicular to an axis of the plunger, i.e., in the spatial directions defined therein.

[0057] A particularly preferred embodiment is described below. The following idea arose from a technical need. It is known from the prior art to use vibration dampers, which can also be referred to as damping elements, and to reduce the stiffness of a locking bar 10. Additionally or alternatively, similar approaches can be pursued: An electronic, magnetically controlled door lock is used in buildings, but this does not have any dynamic requirements. Reactive noise cancellation (RNC) using a loudspeaker that introduces an anti-frequency, which can also be referred to as a counter-vibration, is another option; however, due to its indirect effect, this is significantly less efficient. The background to this idea is the following technical problem: an acoustic thumping noise in the interior while driving.Disadvantage of the state of the art: Low efficiency of damping measures (cost / weight / installation space); stiffness conflicts regarding the locking bar in terms of opening comfort and service life.

[0058] The basic principle of the idea is described below: An electromechanical component (for example, a magnetic switch, spindle drive, or loudspeaker) is combined with a stiffness-reduced connecting component (for example, a hinge / lock / damper). By selectively controlling an electromagnetic component, a) the ease of opening and / or closing when stationary (including, for example, reducing opening pops or noises) and b) natural vibrations while driving can be optimized. A feedback control system using, for example, microphones or acceleration sensors is conceivable in a further body control system.

[0059] The following describes how the idea can be implemented. The natural frequency of the tailgate, or the natural frequency of a body element 2, lies in a frequency range that is excited by one or more excitations from, for example, the drive or a drive unit while driving. This creates an unpleasant thumping sound in the interior. This can be understood as a low-frequency standing wave in the interior. One solution here is to lower the natural frequency and / or suppress the excitation by introducing an opposing frequency, which can also be called a counter-frequency. Simply lowering the natural frequency by reducing the inherent stiffness or the stiffness of the connection is not always feasible due to existing conflicts between closing comfort and service life.Example 1: Passive-active solution with "driving state" and "not driving state": Solution: a flexible element combined with an electrically controlled actuator or actuator 4: When stationary, the connection stiffness is high (for example, a magnet "bridges the flexible element"). This can result in high closing comfort. When driving, the magnet is switched on or off as soon as a rumbling noise threatens (for example, detectable via a microphone) to prevent excitation in the unfavorable natural frequency range. Possible additional benefit: Positive effect on opening comfort. A noise perceived as a "pop" can be reduced by reducing the preload during opening.

[0060] Example 2: Fully active solution with feedback coupling, where an actuator or actuator 4 is enabled to initiate a counter-frequency or counter-oscillation. For example, in the rubber buffer, also known as buffer element 7, or in a damper holder or damper element, or a loudspeaker in the tailgate. The actuator or actuator 4 is controlled based on a low-frequency rumble measured by a microphone in the interior to initiate a counter-frequency or counter-oscillation in the tailgate or, more generally, a body element 2. A key feature here is active noise cancellation (ANC) in the low-frequency range via excitation of structural components, such as the tailgate. This solution offers the possibility of flexible, specific optimization via software settings.

[0061] Reference symbol list

[0062] Bearing element, body element, remaining body, actuator, first actuator, second actuator, first bearing part, second bearing part, buffer element, hinge, locking bar holder, locking bar, crash bolt, spring rod

[0063] Power supply, bridge, axis of rotation, support surface, first axis, second axis, first hinge arm, second hinge arm, arm connection point, damper element, actuator retaining bracket

Claims

Patent claims 1. Bearing element (1) for a bearing device of an openable body element (2) on a remaining body (3) of a motor vehicle, comprising a first bearing part (5) of the bearing element (1) which can be fixedly arranged on the remaining body (3) or the body element (2) and a second bearing part (6) of the bearing element (1), between which an actuator (4) is arranged, by means of which the two bearing parts (5, 6) can be moved relative to each other.

2. Bearing element (1) according to claim 1, characterized in that the bearing element (1) is designed as a closing device with a locking bracket holder (9) holding a locking bracket (10), which comprises the first bearing part (5) and the second bearing part (6) holding the locking bracket (10) and movable by means of the actuator (4).

3. Bearing element (1) according to claim 2, characterized in that the two bearing parts (5, 6) are formed in one piece.

4. Bearing element (1) according to claim 2 or 3, characterized in that the actuator (4) is designed as a coil which can be supplied with electric current and thereby magnetizable, and which is arranged around a crash bolt (10) encompassed by the locking bracket holder (9).

5. Bearing element (1) according to claim 1, characterized in that the bearing element (1) is designed to be arranged as a buffer element (7) between the body element (2) and the remaining body (3).

6. Bearing element (1) according to claim 1, characterized in that the bearing element (1) is designed as a hinge (8) between the body element (2) and the rest of the body (3).

7. Bearing element (1) according to one of the preceding claims, characterized in that, in order to stiffen the bearing element (1) by means of the actuator (4), the two bearing parts (5, 6) of the bearing element (1) can be fixed relative to each other.

8. Bearing element (1) according to one of the preceding claims, characterized in that, in order to initiate a counter-vibration, the two bearing parts (5, 6) of the bearing element (1) can be excited relative to each other by means of the actuator (4).

9. Bearing device for an openable body element (2) on a remaining body (3) of a motor vehicle with at least one bearing element (1) according to one of the preceding claims.

10. Bearing device according to claim 9, characterized in that the bearing device (1) comprises a damping element (22) for damping a vibration of the body element (2), wherein a vibration of the damping element (22) can be changed by the bearing device (1).

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