EP1155211B1 - Kraftwagentürbremse mit haltefunktion - Google Patents
Kraftwagentürbremse mit haltefunktion Download PDFInfo
- Publication number
- EP1155211B1 EP1155211B1 EP00915116A EP00915116A EP1155211B1 EP 1155211 B1 EP1155211 B1 EP 1155211B1 EP 00915116 A EP00915116 A EP 00915116A EP 00915116 A EP00915116 A EP 00915116A EP 1155211 B1 EP1155211 B1 EP 1155211B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- motor vehicle
- sleeve part
- vehicle door
- shaft part
- sleeve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000000463 material Substances 0.000 claims description 9
- 230000000694 effects Effects 0.000 claims description 8
- 230000000295 complement effect Effects 0.000 claims description 6
- 238000006073 displacement reaction Methods 0.000 claims description 5
- 229910000831 Steel Inorganic materials 0.000 claims description 3
- 230000003247 decreasing effect Effects 0.000 claims description 3
- 238000013461 design Methods 0.000 claims description 3
- 239000007769 metal material Substances 0.000 claims description 3
- 239000010959 steel Substances 0.000 claims description 3
- 239000007787 solid Substances 0.000 claims 1
- 238000004519 manufacturing process Methods 0.000 description 10
- 238000000418 atomic force spectrum Methods 0.000 description 8
- 230000015572 biosynthetic process Effects 0.000 description 4
- 238000004364 calculation method Methods 0.000 description 3
- 238000009826 distribution Methods 0.000 description 3
- 230000005489 elastic deformation Effects 0.000 description 3
- 230000007704 transition Effects 0.000 description 3
- 230000002411 adverse Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000005553 drilling Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 230000002401 inhibitory effect Effects 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 230000002829 reductive effect Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000011960 computer-aided design Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000007373 indentation Methods 0.000 description 1
- 238000005304 joining Methods 0.000 description 1
- 238000013178 mathematical model Methods 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 150000001247 metal acetylides Chemical class 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 150000004767 nitrides Chemical class 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 230000036316 preload Effects 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 239000011343 solid material Substances 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 238000012549 training Methods 0.000 description 1
Images
Classifications
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
- E05D11/00—Additional features or accessories of hinges
- E05D11/08—Friction devices between relatively-movable hinge parts
- E05D11/082—Friction devices between relatively-movable hinge parts with substantially radial friction, e.g. cylindrical friction surfaces
- E05D11/084—Friction devices between relatively-movable hinge parts with substantially radial friction, e.g. cylindrical friction surfaces the friction depending on direction of rotation or opening angle of the hinge
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
- E05D5/00—Construction of single parts, e.g. the parts for attachment
- E05D5/10—Pins, sockets or sleeves; Removable pins
- E05D5/14—Construction of sockets or sleeves
- E05D5/16—Construction of sockets or sleeves to be secured without special attachment parts on the socket or sleeve
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2900/00—Application of doors, windows, wings or fittings thereof
- E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
- E05Y2900/53—Type of wing
- E05Y2900/531—Doors
Definitions
- the invention relates to a motor vehicle door brake according to the preamble of Claim 1.
- DE-A-44 06 824 describes a motor vehicle door hinge with an integrated one Brake, in which the hinge pin as an inner part and a Hinge eye drilling in the trade of one of the two hinge halves as Outer part of the brake is used.
- the hinge pin is non-rotatable in the other of the two hinge halves set, so that the inner part and outer part the brake over the hinge halves on corresponding door arrangement parts can be determined.
- the inner part is radially rising with at least one Wedge surface equipped, this is also a radial on the inner part assigned increasing wedge surface, the two wedge surfaces being the same Must have slope in order to form wedge surface pairings, which over their entire coverage area towards each other essentially flat issue.
- the braking effect is due to the mutual friction and associated with the elastic deformation in the area of the wedge surfaces causes.
- An essential feature of this known door brake is that the wedge surfaces only over part of the circumference of Hinge pin and hinge eye hole may extend and on the one hand a very flat wedge surface and on the other hand immediate then have to have a steeply sloping flank surface in order to To allow joining of the hinge. This initially results in a considerable manufacturing effort for both the hinge pin and for the Hinge eye hole because of the interacting wedge surfaces on the one hand on the hinge pin and on the other hand on the inner circumference of the Hinge eye hole need to be manufactured with great precision on the one hand to achieve a sufficient inhibitory effect and on the other hand premature wear as well as adverse consequences of environmental influences excluded.
- DE-A-196 00 063 describes a motor vehicle door brake that is structurally designed with a Door hinge is combined and in which the inner part of the brake by means of a hinge half is secured against rotation on a door assembly part and the outer part by means of the other hinge half on the other Door arrangement part is set, wherein also the inner part of the brake a length section of the hinge pin and the outer part of the brake either directly through the hinge eye of the other hinge half or by a sleeve-shaped connected to the hinge eye Approach is formed.
- the Hinge pin in conjunction with a complementary training of the Hinge eye bore of at least one hinge eye of those Half of the hinge, the hinge eyes of which he passes through with bearing play, at least over part of his or her or each of these Length ranges assigned to hinge eyes are one of the pure Circular shape deviating rounding of its cross-section, in the Way that the amount of the greatest deviation of the rounding course from the Circular shape of both the hinge eye hole and the Hinge pin cross section of the order of a desired Rounding error and thus in the range of less than a tenth to less than a hundredth of the general hinge pin diameter lies.
- a pairing by really complementary parts is hardly possible possible, and also a change in the phase of the curve of the Braking force can hardly be influenced via the opening angle of the door.
- An over a predeterminable door opening area towards constant braking and Holding power cannot be achieved with this type of motor vehicle door brake become.
- the known motor vehicle door brake also has no symmetrical or consciously convex cross-sectional shape.
- DE-U-76 16 362 shows a furniture hinge in which braking of the both hinge halves struck furniture parts is achieved in that the hinge pin in the length range in which it is the hinge eye passes through the associated other hinge part, an oval Has cross-sectional shape, which is also oval in shape Hinge eye bore is held by clamping that a slot in the Hinge eye is expanded by the rotary movement of the hinge pin and this creates a preload with which the hinge pin is embraced.
- a disadvantage of this configuration is in particular that Contamination-intensive slitting of the hinge eye, in addition absorb the entire elastic change in shape of the shaft / sleeve system got to. Accordingly, this concept allows only relatively small ones Generate braking forces that may be sufficient for a furniture hinge, However, the dead weight of a motor vehicle door and that are not suitable to record these attacking moments.
- US-A-3,000,049 describes a plastic hinge which is integral with the one trained hinge pin stub with radial has protruding webs, which corresponding groove recesses in are assigned to the hinge eye of the other hinge part.
- Such one Plastic hinge is not suitable per se, the loads and moments that occur act on a motor vehicle door, especially the Braking forces with small oversizes due to an elastic change in shape of one and / or the other part so small that they do not become one noteworthy braking, especially not to a corresponding one stepless braking of the hinge.
- EP-A-0 255 879 describes a motor vehicle door hinge in which an in the a hinge half rotatably held hinge pin in the Hinge eye bore of the other hinge half is mounted with a sliding seat and over a section provided in this area with radial Arranged projections is formed, which with a profile contour Hinge eye drilling jointly define a braking characteristic.
- One disadvantage of the known motor vehicle door hinge is that elaborate production of hinge pin and the associated profile Hinge eye hole, which usually requires a separate sleeve.
- the projecting webs of the hinge pin extremely at risk of stress at peak loads for one plastic shape change, which is why the counter contour of the hinge eye very complex and difficult to manufacture counterform.
- a significant one Another disadvantage of the known motor vehicle door hinge is that the contour of the hinge pin can hardly be described mathematically with which Consequence that a substantial oversizing of the Resistance to a model using the finite element method representable contour is to be selected.
- the well-known Motor vehicle door hinge then cannot be freely assembled axially Shaft / sleeve combination with the result that considerable effort for the Assembly and disassembly of such a hinge is to be used.
- the preamble of claim 1 specify the simple manufacture at least over a predetermined door opening angle Has braking power and, moreover, the cheapest possible Stress distribution in their components due to braking has elastic changes in shape. Furthermore, one should be mathematical controllable representation as a model.
- the motor vehicle door brake according to the invention is over the entire Outer circumference of the shaft part and over the entire inner circumference of the Partly convex, i.e. that a tangent to the contour is the contour does not cut at another point. So it's a real one convex contour that is free of concave indentations or also Flattenings, such as those with oval or cut cylinders occurs.
- the real convex formation of one made of solid material manufactured shaft part allows a particularly favorable stress distribution and in the case of elastic deformation, notch stresses on edges consequently notched effect avoided. In addition, this allows return-free closed contour a simple measurement with palpable or optical Surveying instruments as well as in production technology particularly cheap Way an outside grinding and hardening.
- the contour allows in particular a mathematical calculation of the elastic changes in shape of two correspondingly shaped parts of the Motor vehicle door brake, so that with knowledge of the modulus of elasticity and the flow limits
- Such materials can also be used for local maximum loads can do that in a reliable and reproducible way a material pairing and appropriate dimensioning of the components are selected with which continuous operation is possible at the cheapest cost.
- the motor vehicle door brake according to the invention effects braking by mutual relative rotation of the shaft part and the sleeve part, wherein the maximum extent of the cross-sectional shape of the shaft part in the area of Brake the minimum extension of the cross-sectional shape of the sleeve part exceeds, so that an excess or a theoretical Coverage measure exists in certain angular positions.
- the motor vehicle door brake according to the invention is optionally available with a Door hinge can be combined structurally or independently of the door hinge can be used, the braking force curve due to the door opening angle the reproducible setting of the mutual position of complementary Shaft part and sleeve part is extremely precisely adjustable.
- the invention allows a motor vehicle door brake with little technical effort create that works permanently noiseless and at high Fatigue strength can be made small.
- the distance the focal axes of the ellipses can be provided close to one another, which gives a very close approximation to the circular cylinder shape.
- the elliptical cross-sectional shape is convex over its entire circumference, whereby stress peaks at the contact points of the shaft part and Sleeve part and in particular the occurrence of notch stresses as far as are possible reduced.
- the cross-sectional dimensions of shaft part and Sleeve parts are chosen such that with aligned large ellipse axes an axial mutual displacement without braking effect and thus without elastic change in shape of one of the two parts is possible.
- This axial Game can be induced by different temperatures and this thermal expansion can be increased or decreased while in use the temperature of the two parts will usually be the same. It is at elliptical cross-sectional shape of the shaft part and sleeve part expedient that the large ellipse axis of the shaft part is larger than the small ellipse axis of the Is sleeve part, while the large ellipse axis of the sleeve part is larger than. the large ellipse axis of the shaft part and the small ellipse axis of the The shaft part is larger than the small axis of the sleeve part.
- a braking force of 0 which is in Dependence of the mutual rotation of the shaft part and sleeve part on initially increased and then decreased a range of rotation angles until the both parts are aligned again, d.
- H. the phase of The braking force curve can vary according to the angle of rotation between the two Ellipse axes can be set.
- the braking force can be adjusted by selecting the game between the shaft part and the sleeve part.
- Game the difference between the large ellipse axes
- play a different one Difference of the small ellipse axes exist, by which the braking force is adjustable.
- the overlap dimension U d which is defined from the difference between the large ellipse axis a s of the shaft part and the small ellipse axis b k of the sleeve part, is smaller than a multiple of the average inner diameter of both ellipses, the is a quarter of the added large and small ellipse axes of the shaft part (a s or a k ) and the sleeve part (b s or b k ).
- the overlap dimension U el corresponds to that length which must be moved elastically by changing the shape of the two parts for the purpose of mutual displacement.
- the mean outer diameter is expediently less than 30 mm, preferably less than 25 mm and particularly advantageously between 16 and 22 mm, a value of between 18 and 20 mm having proven particularly advantageous.
- the outer cross section of the sleeve part can be of the pure circular shape
- Cross-sectional shape differ and especially in the area of stressful small ellipse axis of the sleeve part with a reinforced thickness. This will make a better one Voltage distribution reached, reducing the lifespan of the Motor vehicle door brake is significantly extended.
- the sleeve part and the shaft part with an elliptical cross-section trained differ appropriately only slightly from the pure circular shape, so that preferably the distance between the focal points of the Sleeve part and the shaft part to the axis of rotation less than 5%, is preferably less than 1% of the respective large ellipse axis.
- This shape is for both the manufacture of the sleeve and the shaft part Particularly favorable because only part of the bore or the shaft is used for this compared to the manufacture of a cylindrical part.
- the motor vehicle door brake according to the invention can be detached from one Motor vehicle hinge connected to the corresponding door assembly parts be, which allows a spatially separate arrangement.
- the motor vehicle door brake according to the invention is expediently included be physically connected to a door hinge of the motor vehicle, for this purpose both a one-joint hinge and a multi-joint hinge the hinge pin is also that Shaft part and a hinge eye the sleeve part. Then preferably is not designed only a portion of the hinge pin according to the invention, but the entire area passing through the hinge eye.
- the shaft part and / or sleeve part with a hard material layer selected from the group comprising carbides, Nitrides, carbonitrides and borides are coated.
- Door opening angle is used schematically by means of one in FIG. 2 illustrated design of a motor vehicle door brake.
- 1 the shaft part and with 2 the sleeve part in total called door brake consisting of only two parts.
- shaft part 1 and sleeve part 2 are each symmetrical designed and initially has the shaft part 1 outside of each other oppositely trained, not deviating from the circular shape Circumferential areas 1a and 1b two arranged opposite one another each form a radially directed projection 3 forming.
- the sleeve part 2 outside of it not by the Circular deviating circumferential areas 2a to 2d with two each other oppositely arranged concave recesses 4 in its Equipped inside circumference. Furthermore, the sleeve part 2 with two each other arranged opposite and the concave recesses 4th with respect to each of the flats 5 arranged offset by 90 ° Inner circumference, which is between the not of the circular shape deviating circumferential areas 1a and 1b of the shaft part 1 and 2a to 2d the game 6 provided at least partially bridge the sleeve part.
- the radially directed projections 3 on the shaft part 1 have a cross section a circular segment shape, the radius RS1 of the circular segment shape in Range between 10 and 50% of the diameter of the non-circular shape deviating area of the body of the shaft part 1 and the mutual distance AS1 of the two radially directed projections 3 in Range between 5 and 100% of twice the diameter of the diameter of the region 1a - 1b of the body of the body not deviating from the circular shape Shaft part 1 is.
- the radius RH 1 of the segment-shaped, radial directed projections 3 on the shaft part 1 complementary, concave Recesses 4 in the inner circumference of the sleeve part 2 is in the range between 10 and 50% of the diameter of the non-circular shape Area 2a to 2d of the sleeve part 2.
- the game 6 between the non-circular area of the Body of the shaft part 1 and also not of the circular shape deviating range of the sleeve part 2 is in a range between 5 and 0.15% of the diameter of the body of the shaft part 1.
- the inside diameter of the Sleeve part 2 in the area of the opposing flats 5 their inner circumference lies in a range between the full diameter of the body of the shaft part 1 and the full diameter of the clear width of the sleeve part 2 in the area of its not deviating from the circular shape Areas 2a to 2d.
- the transitions of the radially directed projections on Shaft part in the general scope of the shaft part can be used with a Radius RS2 can be designed from 0 to 300 mm.
- the range of the radii of the Circle segments are chosen so that the existing geometry in one Oval construction merges.
- the actual diameter of the area of the body of the shaft part 1 which does not deviate from the circular shape 9.8 mm and the diameter of the non-circular shape Circumferential areas 2a to 2d of the sleeve part 10mm, while the diameter of the sleeve part 2 in the area of its two flattened portions 5 to an amount is reduced by 9.9 mm.
- the distance from the center of the circle to the radial directed projections 3 of the shaft part 1 forming segment shapes is 4.2mm.
- the shaft part 1 has a elliptical outer contour, and the shaft part receiving the sleeve part 2 a also elliptical inner contour.
- the large ellipse axis of the shaft part 1 is 10.19 mm, and the large ellipse axis of the sleeve part 2 is 10.26 mm.
- the two large ellipse axes coincide with the Reference numeral 20, in Figure 4 vertically indicated axis 20.
- the small one Ellipse axis of the shaft part 1 has a length of 10.03 mm, while the small ellipse axis of the sleeve part 2 has a length of 10.1 mm.
- the two small ellipse axes coincide horizontally with that in FIG. 4 shown axis 21. Add the four mentioned axis lengths on and divide it by four, you get an average inside diameter of the Motor vehicle door brake of 10.145 mm. The correspondingly determined average The outer diameter of the shaft part 2 is 18.5
- the two parts are made of a metallic Material like steel are made, the two parts have an elastic Resilience due to their modulus of elasticity, which is mutual Twisting when appropriate forces or moments are applied allows, the deformation energy when pivoting the door as Braking energy is to be applied.
- the theoretical Considerations on this are based on a strongly exaggerated model in 5 and 6 explained in more detail below.
- the cross-sectional area of the shaft part 1 must not exceed the cross-sectional area of the imaginary circle with a diameter d i , and that the cross-sectional area of the ellipse of the sleeve part 2 must exceed the area of the circle with the diameter d i , so that no full-surface friction of the two Parts occur when mutually twisted. Nevertheless, the two parts, as can be determined in the calculation on the basis of the dimensions indicated in FIG. 4, are relatively closely approximated to one another.
- the shaft part 1 is one Angle of 90 ° relative to the sleeve part 2, so that the maximum Braking force is reached.
- Proportional to this measure is dependent force applied by the twist angle.
- a functioning brake also requires consideration of the material of the sleeve which surrounds its bore, since the elastic deformation behavior changes depending on the material thickness.
- the sleeve is also circular-cylindrical and has an average outer diameter d a , the material of the sleeve filling the ring, which is delimited by d i and d a .
- the outer contour of the sleeve 2 is approximated to an octocycloid, that is to say to an octagon with rounded corners, the areas between the rounded corners also being able to be completely flattened for production reasons, but not necessarily.
- the thicker-walled areas of the outer circumference of the sleeve part 2 are aligned with the axes which define the small and the large ellipse axes a k and b k of the sleeve part, since the ring thickness is to be increased here or the tension maximum when the shaft part is rotated by 90 °, as in FIG 6 shown.
- the shaft part 1 is formed by the section of a hinge pin and the sleeve part 2 through the hinge eye of the hinge half in which the hinge pin is held with a running seat.
- the remaining section of the hinge pin 1 would then be firmly held in a hinge eye of the other hinge half, whereby for this purpose, the entire hinge pin can be formed as an ellipse and Hold the hinge pin in the other hinge half of this either circumferentially with a knurl or other means for non-rotatable mounting of the hinge pin or the hinge eye is one such tight press fit represents that even when the stresses of the Motor vehicle brake one twisting of the hinge pin in the other Hinge eye is excluded.
- the parts 1, 2 are made of metal and preferably steel and the braking forces are only permanent, the braking forces are permanent reproducibly ensured, so that the use in vehicle technology is appropriate.
- connection of shaft part 1 and sleeve part 2 takes place in use via a positive removable connection.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Hinge Accessories (AREA)
- Braking Arrangements (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
Description
- Fig. 1
- zeigt eine Kraft-/Drehwinkel-Diagrammdarstellung des angestrebten und erreichten Brems- und Hemmkraftverlaufes eine erfindungsgemäßen Kraftwagentürbremse.
- Fig. 2
- zeigt einen schematischen Schnitt durch ein erstes Ausführungsbeispiel einer erfindungsgemäßen Kraftwagentürbremse.
- Fig. 3
- zeigt eine ausschnittweise Darstellung aus Fig. 2 im vergrößerten Maßstab.
- Fig. 4
- zeigt ein zweites Ausführungsbeispiel einer erfindungsgemäßen Kraftwagentürbremse im Maßstab von ca. 5:1.
- Fig. 5
- zeigt eine schematische übertriebene Darstellung der Kraftwagentürbremse aus Fig. 4 in einer ausgefluchteten Lage.
- Fig. 6
- zeigt die Kraftwagentürbremse aus Fig. 5 in einem Verdrehwinkel von 90°.
Claims (12)
- Kraftwagentürbremse mit Haltefunktion, umfassend
ein geschlossenes Hülsenteil (2) aus metallischem Werkstoff, das mit einem der Türanordnungsteile Tür und Türholm verbindbar ist,
ein in das Hülsenteil (2) eingreifendes Wellenteil (1) aus einem Vollmaterial metallischen Werkstoffs, das mit dem anderen Türanordnungsteil verbindbar ist,
wobei das Wellenteil (1) in Verbindung mit einer komplementären Ausbildung der Querschnittsform der Bohrung des Hülsenteils (2) mindestens über einen Teil seiner der Hülsenhöhe entsprechenden Länge hin einen von der reinen Kreisform abweichenden Rundungsverlauf seines Querschnitts aufweist,
wobei die maximale Erstreckung der Querschnittsform des Wellenteils (1) die minimale Erstreckung der Querschnittsform des Hülsenteils (2) übersteigt,
wobei die Bremswirkung durch elastische Formänderung von Wellenteil (1) und Hülsenteil (2) bewirkt wird, und
wobei die Querschnittsform des Wellenteils (1) und die Querschnittsform des Hülsenteils (2) beide ellipsenförmig sind, wobei die große Ellipsenachse des Wellenteils (1) größer ist als die kleine Ellipsenachse des Hülsenteils (2),
dadurch gekennzeichnet, daß das Überdeckungsmaß (Uel), das die Differenz von langer Ellipsenachse (as) des Wellenteils (1) und kurzer Ellipsenachse (bk) des Hülsenteils (2) ausmacht, der nachstehenden Ungleichung genügt wobei di der mittleren Durchmesser von Außenkontur des Wellenteils (1) und Innenkontur des Hülsenteils (2) ist, und da der mittlere Außendurchmesser des die Innenkontur umgebenden Materialabschnitts des Hülsenteils (2) ist. - Kraftwagentürbremse nach Anspruch 1, dadurch gekennzeichnet, daß bei gegenseitig ausgefluchteten Wellenteil (1) und Hülsenteil (2) eine axialer Zusammenbau ohne Bremswirkung aufgrund elastischer Formänderung möglich ist.
- Kraftwagentürbremse nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß das Hülsenteil (2) eine von der reinen Kreisform abweichenden Rundungsverlauf seines Außenquerschnitts aufweist.
- Kraftwagentürbremse nach Anspruch 3, dadurch gekennzeichnet, daß der Außenquerschnitt des Hülsenteils (2) im Bereich maximaler Spannungen seinen größten Durchmesser aufweist.
- Kraftwagentürbremse nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß der Abstand der Brennpunkte des Hülsenteils (2) und der Brennpunkte des Wellenteils (1) zu der Drehachse weniger als 5% der jeweiligen großen Ellipsenachse beträgt.
- Kraftwagentürbremse nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß innerhalb eines Verdrehwinkelbereichs zwischen Wellenteil und Hülsenteil von 0 bis 90° ein zunehmender und von 90° bis 180° ein abnehmender Bremswiderstand aufgrund elastischer Formänderung von Wellenteil (1) und Hülsenteil (2) vorliegt.
- Kraftwagentürbremse nach Anspruch 6, dadurch gekennzeichnet, daß durch Vorsehen eines Verdrehwinkels der großen Ellipsenachsen relativ zueinander eine entsprechende Phasenverschiebung der Kurve des Verformungswiderstands eintritt.
- Kraftwagentürbremse nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, daß wenigstens eines von Wellenteil (1) und Hülsenteil (2) beschichtete Oberflächen im Bereich einer gegenseitigen Verlagerung aufweisen.
- Kraftwagentürbremse nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, daß Wellenteil (1) und das Hülsenteil (2) jeweils einer Scharnierhälfte eines Kraftwagentürscharniers zugeordnet sind.
- Kraftwagentürbremse nach einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, daß Wellenteil (1) und das Hülsenteil (2) gegenseitig durch außerhalb der Hülsenhöhe vorgesehene Anschläge in einer gegenüber einer ausgefluchteten Anordnung verdrehten Ausgangslage gehalten sind.
- Kraftwagentürbremse nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, daß Wellenteil (1) und das Hülsenteil (2) aus Stahl hergestellt sind.
- Kraftwagentürbremse nach einem der Ansprüche 1 bis 11, dadurch gekennzeichnet, daß das Hülsenteil (2) einen mittleren Außendurchmesser von weniger als 30 mm aufweist.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19907455A DE19907455A1 (de) | 1999-02-22 | 1999-02-22 | Kraftwagentürbremse mit Haltefunktion |
DE19907455 | 1999-02-22 | ||
PCT/DE2000/000512 WO2000050717A2 (de) | 1999-02-22 | 2000-02-22 | Kraftwagentürbremse mit haltefunktion |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1155211A2 EP1155211A2 (de) | 2001-11-21 |
EP1155211B1 true EP1155211B1 (de) | 2002-10-02 |
Family
ID=7898369
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00915116A Expired - Lifetime EP1155211B1 (de) | 1999-02-22 | 2000-02-22 | Kraftwagentürbremse mit haltefunktion |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1155211B1 (de) |
AU (1) | AU3655100A (de) |
DE (5) | DE19907455A1 (de) |
WO (1) | WO2000050717A2 (de) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
ATE302323T1 (de) * | 2001-06-11 | 2005-09-15 | Fingscheidt Gmbh Friedr | Mit einer integrierten stufenlosen brems- und halteeinrichtung ausgestattetes türscharnier |
DE102008061854B4 (de) | 2008-12-15 | 2012-02-02 | Edscha Engineering Gmbh | Scharnier |
DE102009033469B9 (de) * | 2009-07-10 | 2011-07-14 | Brose Fahrzeugteile GmbH & Co. Kommanditgesellschaft, Coburg, 96450 | Feststellvorrichtung zur lösbaren Arretierung eines Verstellteiles |
EP2354400B1 (de) * | 2010-02-03 | 2013-12-04 | Gammastamp S.p.A. | Kraftwagentürscharnier mit integriertem Türfeststeller |
US8523476B2 (en) * | 2010-06-01 | 2013-09-03 | Reell Precision Manufacturing Corporation | Positioning and damper device using shear force from cyclic differential compressive strain of a cross-linked thermoplastic |
WO2013138336A1 (en) | 2012-03-12 | 2013-09-19 | Reell Precision Manufacturing Corporation | Circumferential strain rotary detent |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE8621214U1 (de) * | 1986-08-07 | 1987-12-03 | Lunke & Sohn Gmbh, 5810 Witten | Türscharnier für eine Fahrzeugtür mit einem Türfeststeller |
DE4115997C2 (de) * | 1991-05-16 | 2002-02-07 | Scharwaechter Gmbh Co Kg | Mit einem Zuschlaghinderer ausgestattetes Flügelscharnier |
AU8129294A (en) * | 1993-11-24 | 1995-06-13 | General Clutch Corporation | Friction hinge with detent |
DE4406824C2 (de) * | 1994-03-02 | 1996-02-08 | Hans Kuehl | Scharnier mit Schwenkhemmung |
DE19600063A1 (de) * | 1995-11-21 | 1997-05-28 | Scharwaechter Gmbh Co Kg | Kraftwagentürscharnier mit Brems- und Haltefunktion |
-
1999
- 1999-02-22 DE DE19907455A patent/DE19907455A1/de not_active Withdrawn
-
2000
- 2000-02-22 DE DE50000602T patent/DE50000602D1/de not_active Expired - Lifetime
- 2000-02-22 WO PCT/DE2000/000512 patent/WO2000050717A2/de active IP Right Grant
- 2000-02-22 EP EP00915116A patent/EP1155211B1/de not_active Expired - Lifetime
- 2000-02-22 DE DE20022548U patent/DE20022548U1/de not_active Expired - Lifetime
- 2000-02-22 DE DE20022547U patent/DE20022547U1/de not_active Expired - Lifetime
- 2000-02-22 DE DE10080437T patent/DE10080437D2/de not_active Expired - Lifetime
- 2000-02-22 AU AU36551/00A patent/AU3655100A/en not_active Abandoned
Also Published As
Publication number | Publication date |
---|---|
DE10080437D2 (de) | 2002-01-24 |
EP1155211A2 (de) | 2001-11-21 |
DE19907455A1 (de) | 2000-08-31 |
DE20022548U1 (de) | 2001-11-15 |
DE20022547U1 (de) | 2001-11-15 |
WO2000050717A2 (de) | 2000-08-31 |
DE50000602D1 (de) | 2002-11-07 |
AU3655100A (en) | 2000-09-14 |
WO2000050717A3 (de) | 2000-12-28 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP2836416B1 (de) | Loslager für ein lenkgetriebe | |
EP3995657B1 (de) | Türfeststeller | |
DE102017109501A1 (de) | Verstelleinheit und Einstellverfahren für ein Bauteil | |
EP3781434A1 (de) | Stellantrieb für ein kraftfahrzeug, mit einem elektromotor, einem getriebe und einer spindel | |
DE102006049808C5 (de) | Verstellgetriebe für eine Verstelleinrichtung | |
EP0517332A1 (de) | Gelenkbeschlag für Sitze mit neigungsverstellbarer Rückenlehne, insbesondere für Kraftfahrzeuge | |
EP2099669A1 (de) | Längenveränderbare lenkspindel | |
EP1155211B1 (de) | Kraftwagentürbremse mit haltefunktion | |
EP3982005B1 (de) | Koaxialgetriebe | |
DE102008046821B4 (de) | Kurbelwelle für eine Brennkraftmaschine mit varibaler Verdichtung und Brennkraftmaschine mit variabler Verdichtung | |
EP0777025B1 (de) | Kraftwagentürscharnier mit Brems- und Haltefunktion | |
DE102013215842A1 (de) | Linearantrieb | |
DE102009003280B4 (de) | Gewindespindel-Verstellantrieb | |
DE4325551B4 (de) | Türhaltestange für einen Kraftwagentürfeststeller | |
DE102006025035B4 (de) | Scharnier | |
DE10330162B4 (de) | Scharnier mit integrierter Feststell- und Bremsfunktion | |
WO2011012625A1 (de) | Pleuel | |
AT523901B1 (de) | Selbstsichernder Vorspannring für Federbeine | |
DE102014218303A1 (de) | Lenkgetriebe | |
EP1762768B1 (de) | Variable Spreizvorrichtung | |
DE102017212070A1 (de) | Zahnstangengetriebe für ein Kraftfahrzeug | |
EP3114295B1 (de) | Verriegelungssystem mit kontaktflächen | |
DE102012213220B4 (de) | Linearbewegungsvorrichtung | |
DE10344726B4 (de) | Zahnstangenlenkung für ein Kraftfahrzeug | |
DE19826916C2 (de) | Lager für eine aus Unterbeck und Oberbeck bestehende Schere oder Zange |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 20010821 |
|
AK | Designated contracting states |
Kind code of ref document: A2 Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE |
|
GRAG | Despatch of communication of intention to grant |
Free format text: ORIGINAL CODE: EPIDOS AGRA |
|
GRAG | Despatch of communication of intention to grant |
Free format text: ORIGINAL CODE: EPIDOS AGRA |
|
GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
17Q | First examination report despatched |
Effective date: 20020409 |
|
GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE FR GB |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20021002 Ref country code: GB Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20021002 |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D Free format text: NOT ENGLISH |
|
REF | Corresponds to: |
Ref document number: 50000602 Country of ref document: DE Date of ref document: 20021107 |
|
GBV | Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977 [no translation filed] |
Effective date: 20021002 |
|
EN | Fr: translation not filed | ||
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
26N | No opposition filed |
Effective date: 20030703 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R081 Ref document number: 50000602 Country of ref document: DE Owner name: EDSCHA ENGINEERING GMBH, DE Free format text: FORMER OWNER: ED. SCHARWAECHTER GMBH, 42855 REMSCHEID, DE Effective date: 20110812 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20190219 Year of fee payment: 20 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R071 Ref document number: 50000602 Country of ref document: DE |