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WO2015150079A2 - Moteur d'entraînement électrique - Google Patents

Moteur d'entraînement électrique Download PDF

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Publication number
WO2015150079A2
WO2015150079A2 PCT/EP2015/055691 EP2015055691W WO2015150079A2 WO 2015150079 A2 WO2015150079 A2 WO 2015150079A2 EP 2015055691 W EP2015055691 W EP 2015055691W WO 2015150079 A2 WO2015150079 A2 WO 2015150079A2
Authority
WO
WIPO (PCT)
Prior art keywords
brake
drive
drive motor
stator
rotor shaft
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.)
Ceased
Application number
PCT/EP2015/055691
Other languages
German (de)
English (en)
Other versions
WO2015150079A3 (fr
Inventor
Ulrich Strobel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Fahrzeugteile SE and Co KG
Original Assignee
Brose Fahrzeugteile SE and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Brose Fahrzeugteile SE and Co KG filed Critical Brose Fahrzeugteile SE and Co KG
Priority to CN201580029576.3A priority Critical patent/CN106464077B/zh
Priority to JP2017503058A priority patent/JP6584492B2/ja
Publication of WO2015150079A2 publication Critical patent/WO2015150079A2/fr
Publication of WO2015150079A3 publication Critical patent/WO2015150079A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/06—Means for converting reciprocating motion into rotary motion or vice versa
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/60—Power-operated mechanisms for wings using electrical actuators
    • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
    • E05F15/611—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings
    • E05F15/616—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings operated by push-pull mechanisms
    • E05F15/622—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings operated by push-pull mechanisms using screw-and-nut mechanisms
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/102—Structural association with clutches, brakes, gears, pulleys or mechanical starters with friction brakes
    • H02K7/1021—Magnetically influenced friction brakes
    • 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
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/21—Brakes
    • 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
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/252—Type of friction
    • E05Y2201/26—Mechanical friction
    • 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
    • E05Y2900/546—Tailboards, tailgates or sideboards opening upwards
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2207/00—Specific aspects not provided for in the other groups of this subclass relating to arrangements for handling mechanical energy
    • H02K2207/03—Tubular motors, i.e. rotary motors mounted inside a tube, e.g. for blinds

Definitions

  • the present invention relates to an electric drive motor for the motorized adjustment of an adjusting element of a motor vehicle according to the preamble of claim 1, a drive according to claim 16 and an adjusting element arrangement, in particular flap arrangement, of a motor vehicle according to claim 20.
  • the electric drive motor in question is used to adjust an adjusting element of a motor vehicle primarily for the realization of comfort functions.
  • the motorized adjustment of closure elements in particular tailgates, trunk lids, doors, in particular side doors, hoods o.
  • closure elements in particular tailgates, trunk lids, doors, in particular side doors, hoods o.
  • closure elements in particular tailgates, trunk lids, doors, in particular side doors, hoods o.
  • closure elements in particular tailgates, trunk lids, doors, in particular side doors, hoods o.
  • a motor vehicle in the foreground This is not meant to be limiting.
  • the known drive motor (EP 2202 377 A2), from which the invention proceeds, is part of a drive for the motorized adjustment of a tailgate of a motor vehicle.
  • the drive motor has in the usual way a motor housing and arranged therein a stator and a rotor with rotor shaft.
  • Such a drive motor is regularly configured in the manner of a DC motor.
  • the entire drive train of the above drive is not self-locking, so gurtreibbar, configured, so that in addition to a motorized adjustment of the tailgate and a manual adjustment of the tailgate is possible.
  • the motor shaft of the drive motor is assigned a bidirectional wrap spring brake.
  • the wrap spring brake is supported outside the drive motor on a separate fixed bearing.
  • a disadvantage of the known drive motor are the high design complexity because of the separate support of the wrap spring brake, the imprecise adjustability of the resulting braking effect and the low compactness.
  • the invention is based on the problem, the known drive motor in such a way and further develop that a simple and compact structural design with good adjustability of the braking effect can be achieved.
  • the drive motor has a brake arrangement with a brake element assigned to the rotor, which is permanently coupled to the stator via at least one brake frictional connection and thereby provides for the rotation of the motor at standstill as well as during manual or motorized adjustment operation Rotor inhibiting braking force between the stator and rotor causes.
  • the term "permanent” means in the present case that the at least one brake frictional connection and thus the braking force between the stator and rotor can not be reversed, but it can certainly be provided that the braking force changes depending on the respective operating mode.
  • the manual adjustment operation is always based on a force acting on the outside of the rotor shaft force.
  • the resulting movement of the rotor shaft does not then go back to the interaction between the stator and rotor.
  • this is different.
  • the generation of the driving forces here goes back to the usual for electric drive motors effect of a current-carrying conductor in a magnetic field.
  • the at least one brake frictional connection is solely due to static friction.
  • sliding friction occurs at least in the case of a brake-friction connection.
  • the braking force provided for the inhibition of the rotation of the rotor is proposed to act between the stator and the rotor, it is possible to dispense with a separate support of a brake element. This allows the design effort and the compactness of the drive motor can be reduced in a simple manner. Furthermore, the parameterability of the drive motor has been simplified, since the amount of braking effect can be adjusted solely by a suitable design of the drive motor.
  • the at least one brake frictional connection returns to a brake biasing force between the brake element and the stator.
  • the height of the bias is in the simplest case in a linear relationship to the resulting frictional force and thus to the resulting braking force.
  • the Brerns biasing force can be realized in very different ways.
  • One possibility is that the brake biasing force is due to an elastic spring arrangement.
  • the brake biasing force is due to the magnetic field of a brake permanent magnet assembly. This can be realized particularly compact and mechanically robust.
  • a further, particularly preferred embodiment according to claim 12 provides an intermediate element between the brake element and the stator, through the geometry of which the size of the brake biasing force is adjustable.
  • the design of the braking surfaces and the design of the brake permanent magnet arrangement results in the interpretation of the geometry of the intermediate element another way of adjusting the braking force.
  • a drive for the motorized adjustment of an adjusting element of a motor vehicle with a proposed drive motor is claimed.
  • the proposed drive has a feed gear downstream of the drive motor for generating drive movements, wherein the drive train of the drive is not self-locking, so riicktreibbar configured, so that the drive in the assembled state allows a manual adjustment of the adjustment, the slip the entire drive train freely follows , Reference may be made to all versions of the proposed drive motor.
  • the feed gear to a spindle-spindle nut transmission so that the drive is configured as a whole as a linear drive. Due to the spindle-nut drives regularly high reduction ratio of the brake assembly is applied a particularly low braking force. This is especially true in the event that, as proposed in claim 18, the adjusting element with the drive motor switched off, due to the brake assembly to be held in its respective position.
  • an adjusting element arrangement in particular a flap arrangement, of a motor vehicle is claimed.
  • the proposed Verstellelementan Aunt is equipped with a hinged to the body of the motor vehicle adjusting element and equipped with at least one proposed drive for motorized adjustment of the flap. All versions of the proposed drive may be referred to.
  • Fig. 1 in a very schematic representation of the rear area of a
  • the one proposed Drive is associated with a proposed drive motor
  • Fig. 3 shows the drive motor of the drive according to FIG. 2 in the disassembled state.
  • the proposed electric drive motor 1 can be used for all possible drives 2 for the motorized adjustment of adjusting elements 3 of a motor vehicle.
  • the adjustment element 3 is a closure element, in particular a tailgate, of a motor vehicle. All statements to the tailgate of the motor vehicle apply to all other conceivable adjusting 3 accordingly.
  • the electric drive motor 1 is, as shown in Fig. 3, equipped with a stator 4, which has a motor housing 5.
  • the motor housing 5 may be configured in several parts. This will be explained below.
  • a rotor 6 is arranged with rotor shaft 7, wherein stator 4 and rotor 6 interact in an usual manner for an electric drive motor for generating drive movements of the rotor shaft 7 with each other.
  • the stator 4 in the motor housing 5 a drive permanent magnet arrangement and the rotor 6 has a coil arrangement. The coil assembly is then energized via a commutator, not shown.
  • Conceivable are other designs for the electric drive motor 1, for example, the designs of a synchronous motor, an asynchronous motor o. The like ..
  • the drive motor 1 has a brake arrangement 8 with a brake element 9 assigned to the rotor 6, which is permanently coupled to the stator 4 via at least one brake / frictional connection 10, 11 and thereby both at standstill and during manual or motorized adjustment operation, a rotation of the rotor 6 inhibiting braking force between the stator 4 and rotor 6 causes.
  • a bias voltage between the brake element 9 and the stator 4 is provided, which will be explained in detail below.
  • braking force is to be understood in the present case. In the illustrated embodiment, strictly speaking, it is a braking torque between stator 4 and rotor 6.
  • the brake element 9 is disposed within the motor housing 5 and directly on the motor housing 5. It is also conceivable that the brake element 9 is disposed within the motor housing 5 and at the same time free from the motor housing 5. It is finally conceivable that the brake element 9 is arranged outside of the motor housing 5.
  • the motor housing 5 has a pole housing 12, wherein the braking element 9 is arranged at least partially in the pole housing 12.
  • the pole housing 12 preferably serves to receive an above drive permanent magnet arrangement of the stator 4 and is furthermore preferably at least partially formed from a magnetizing plate.
  • the motor housing 5 may have further housing parts.
  • the motor housing 5 may be equipped with a bearing plate, which is arranged on the left in Fig. 3, not shown in detail end of the drive motor 1.
  • FIG. 3 further shows that the stator 4 has a bearing arrangement 13 for the rotation of the rotor shaft 7.
  • the bearing assembly 13 is here equipped with a bearing bush 14 which is inserted into the motor housing S and which provides a sliding bearing for the rotor shaft 7.
  • the bearing bush is preferably a sintered part.
  • the bearing arrangement 13 also provides a part of the motor housing 5, as can likewise be seen from the illustration according to FIG. 3.
  • the bearing assembly 13, in particular the bearing bush 14, provide a much larger portion of the motor housing S, provided that the bearing bush 14 is dimensioned accordingly.
  • it is such that the at least one brake Reib gleichENS 10, 11 is due to a brake Vorspannkrall F between the brake element 9 and stator 4.
  • the brake biasing force F is axially aligned relative to the rotor shaft 7.
  • the brake element 9 is coupled in a rotationally fixed manner to the rotor shaft 7. It may in principle be provided that the brake element 9 is axially displaceable relative to the rotor shaft 7. In the illustrated embodiment, however, the brake element 9 is rigidly connected to the rotor shaft 7.
  • connection of the braking element 9 with the rotor shaft 7 may be provided in a form-fitting, non-positive or cohesive manner.
  • a particularly simple production results from the fact that the brake element 9 is molded onto the rotor shaft 7 in the plastic injection molding process.
  • a ring 15 assigned to the brake element 9 is arranged on the rotor shaft 7 and is preferably pushed onto the rotor shaft 7 in an interference fit.
  • the ring 15 can be realized in very different ways.
  • the ring 15 is a sintered ring.
  • the ring 15 limits here in an axial direction, the axial play between the rotor shaft 7 and stator 5, which will be discussed below.
  • the brake element 9 is pushed onto the ring 15 in an interference fit or injection-molded onto the ring 15 in a plastic injection molding process.
  • Other possibilities for the connection of the braking element 9 with the rotor shaft 7 are conceivable.
  • the brake frictional connection 10, 11 by the frictional engagement between the brake element 9 and the stator 4, in particular between the brake element 9 and the motor housing 5 and / or between the brake element 9 and the bearing assembly 13 for the rotor shaft 7, arises.
  • an intermediate element 16 is arranged such that the brake pretensioning force F passes over the intermediate element 16.
  • a first brake frictional connection is formed by a frictional engagement between the brake element 9 and the intermediate element 16 and a second brake frictional connection 11 between the intermediate element 16 and the stator 4.
  • the intermediate element 16 For the interpretation of the intermediate element 16 numerous structural variants are conceivable. It is essential that the intermediate element 16 is either friction-side 9 or stator 5 in frictional engagement with the respective friction partner. Accordingly, the intermediate element 16, for example, with the stator 4 positively, positively or cohesively engaged. It is conceivable that the intermediate element 16 is rigidly connected to the stator 4, while the intermediate element 16 is in frictional engagement with the brake element 9.
  • the size of the braking pretensioning force F can be adjusted by the geometry, in particular by the axial width, of the intermediate element 16, given a suitable design.
  • the axial width of the intermediate member 16 is less than 2mm, preferably less than 1mm and more preferably the axial width of the intermediate member 16 is in a range between about 0.1mm and about 0.5mm.
  • the brake biasing force F is generated by magnetic force.
  • the intermediate element 16 is magnetically non-conductive or magnetically designed only slightly conductive.
  • the intermediate element 16 may at least partially be formed from a corresponding plastic material.
  • the intermediate element 16 is formed, at least in part, preferably from a PEEK material, from a POM material or the like.
  • the brake assembly 8 preferably has a brake Permanentmagnetan- Regulation 18, wherein the brake biasing force on the magnetic field B of the brake permanent magnet assembly 18 goes back.
  • the dipole axis 19 of the brake permanent magnet assembly 18 is axially aligned relative to the rotor shaft 7.
  • the brake element 9 preferably has an annular outer region 17, which is configured as a brake permanent magnet arrangement 18.
  • the brake permanent magnet arrangement 18 is configured accordingly as a ring magnet arrangement. It provides at least a part of the braking element 9 ready.
  • the brake permanent magnet arrangement 18 is preferably formed from a plastic-bonded magnetic material, so that the braking element 9 formed at least in part by the brake permanent magnet arrangement 18 can be manufactured in the above-described manner using the plastic injection molding method.
  • the magnetic field B of the brake permanent magnet assembly 18 is constantly present and largely independent of the rotational position of the rotor shaft 7, the magnetic field B and thus the braking force accordingly acts permanently in the above sense.
  • a particularly compact embodiment results from the fact that the magnetic conductivity of the motor housing 5 is used for the generation of the brake biasing force.
  • at least one wall section 20 of the motor housing 5, here and preferably of the pole housing 12, is made magnetically conductive, it may be provided that the brake biasing force F is due to the magnetic attraction between the brake permanent magnet arrangement 18 and the wall section 20 of the motor housing 5 , It is here and preferably so that the wall portion 20 extends substantially transversely to the rotor shaft 7, so that the braking element 9 via the intermediate element 16 with a brake rotor relative to the rotor 7 axial brake biasing force F braking effect in particular on the motor housing 5.
  • the wall section may also be a component of a bearing plate or the like mentioned above.
  • the intermediate element 16 provides an axial spacer, relative to the rotor shaft 7, between the brake permanent magnet arrangement 18, here between the braking element 9 and the wall section 20, so that those referred to FIG on the rotor shaft 7 axial width b of the intermediate element 16, the size of the brake biasing force F defined.
  • the intermediate element 16 defines an air gap between the brake permanent magnet arrangement 18 and the wall section 20. This makes it possible with the appropriate choice of the intermediate element 16, the brake biasing force F and thus adjust the braking force between the stator 4 and rotor 6 in a wide range. It can be seen from the detailed representations according to FIG.
  • the brake element 9 and the intermediate element 16 are each configured at least in part as here and preferably annular discs. It is further preferred that the brake element 9 and the intermediate element 16 are each aligned coaxially with the rotor shaft 7.
  • the particular annular disc-shaped configuration and the coaxial alignment can in principle be provided only for one of the two elements 9, 16.
  • the brake element 9 and the intermediate element 16 each provide substantially flat friction surfaces for the generation of the at least one brake friction-fit connection 10, 11. With such flat friction surfaces, the resulting braking behavior is particularly easy to adjust.
  • a certain adjustability of the brake element 9 is required. borrowed. This can be realized for example by an axial displaceability of the braking element 9 on the rotor shaft 7.
  • the rotor shaft 7 is equipped with an output element 21.
  • the output element 21 causes depending on the operation of the drive motor 1 opposite axial forces on the rotor shaft 7.
  • a manual adjustment of the adjusting element 3 in the mounted state acts on the driven element 21 in such a way that an axial movement of the braking element 9 in FIG. 3 results to the right, ie to the wall section 20.
  • Such an adjustment is, as mentioned above, possible by the existing axial clearance of the rotor shaft 7.
  • This increases the brake biasing force F and, as a result, the braking force between the stator 4 and the rotor 6.
  • This is appropriate, since an adjustment of the adjusting element 3 caused externally is to be counteracted to a certain extent.
  • the realization of a worm-like toothing or a helical gearing has proved to be advantageous.
  • the drive 2 is claimed for the motor adjustment of an adjusting element 3 of a motor vehicle with a proposed drive motor 1 as such.
  • the proposed drive 2 has a drive gear 22 downstream of the drive motor 22 for generating drive movements, as shown in Fig. 2.
  • the drive train 23 of the drive 2 is not self-locking, so be driven back, designed so that the drive 2 in the assembled state allows manual adjustment of the adjusting element 3, wherein the entire drive train 23 of the manual adjustment of the adjusting element 3 follows without slip.
  • an intermediate gear 24 is connected between the drive motor 1 and the feed gear 22.
  • the intermediate gear 24 is a planetary gear.
  • the intermediate gear 24 has at least one planetary gear stage, preferably at least two planetary gear stages on. This ensures the driveability of the drive train 23 in a compact and at the same time robust manner.
  • the feed gear 22 is equipped with a spindle-spindle nut gear 25 which is arranged along a longitudinal axis 26 of the drive 2 behind the drive motor 1 and the intermediate gear 24 provided here.
  • the spindle-spindle nut transmission 25 is, as also shown in Fig. 2, equipped with a spindle 27 which is driven via the intermediate gear 24 by the drive motor 1.
  • the spindle 27 meshes with a spindle nut 28, which can also be seen in Fig. 2.
  • two such drives 2 are provided , which are arranged on opposite sides of the adjusting element 3.
  • the drive 2 here is assigned a spring arrangement 31 which counteracts the weight force of the adjusting element 3 at least in an adjustment range of the adjusting element 3. Since an optimal state of equilibrium is such that the adjusting element 3 holds its respective position over its entire adjustment range, it is not possible to take measures to prevent an automatic and thus uncontrolled adjustment of the adjusting element 3.
  • the drive train 23 of the drive 2 by the friction between the drive components of the drive 2 and through the Brake arrangement 8 is braked so that the adjusting element 3, here the tailgate, with its drive motor 1 switched off over at least part of the adjustment of the adjusting element 3 holds its respective position.
  • the brake assembly 8 is seen from the adjusting element 3 from behind the feed gear 22 and the intermediate gear 24, it requires only a small braking force to ensure the holding of the adjusting element 3.
  • the proposed embodiment of the drive motor 1 is particularly advantageous in the equipment of the drive 2 with a Spmdel spindle nut gear 25, since the reduction of the length of the drive 2 is of particular importance overall in particular in the embodiment shown in Fig. 3, due to the disc-like Design of the braking element 9 gets along with very little axial space, the proposed drive motor 1 can be combined with a feed gear 22, which has a spindle spindle nut gear 25, particularly well.
  • the proposed drive motor 1. as well as the proposed drive 2 are applicable to all types of adjusting elements 3 of a motor vehicle.
  • the adjusting element 3 is a closure element 3, in particular a tailgate, a trunk lid, a door, in particular a side door, a hood o. The like.
  • an adjusting element arrangement 32 in particular a flap arrangement, of a motor vehicle as such is claimed.
  • the proposed adjusting element arrangement 32 is equipped with an adjusting element 3 which is pivotably articulated to the body 29 of the motor vehicle and with at least one proposed drive 2 for the motorized adjustment of the adjusting element 3.
  • the adjusting element 3, as mentioned above, is a flap, in particular a tailgate, of the motor vehicle. Reference may be made to all versions of the proposed drive motor 1 and to the proposed drive 2.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Braking Arrangements (AREA)
  • Transmission Devices (AREA)
  • Motor Or Generator Frames (AREA)

Abstract

L'invention concerne un moteur d'entraînement électrique destiné à un entraînement (2) servant à déplacer par moteur un élément de déplacement (3) d'un véhicule automobile, comportant un carter de moteur (5) auquel est associé un stator (4), et un rotor (6) muni d'un arbre de rotor (7), le stator (4) et le rotor (6) coopérant l'un avec l'autre pour produire les mouvements d'entraînement. Selon l'invention, le moteur d'entraînement (1) présente un système de freinage (8) muni d'un élément de freinage (9) associé au rotor (6) et accouplé de manière permanente au stator (4) par l'intermédiaire d'au moins un accouplement à friction (10, 11) de freinage et de ce fait, aussi bien à l'arrêt qu'en mode de déplacement par moteur, exerce entre le stator (4) et le rotor (6) une force de freinage empêchant la rotation du rotor (6).
PCT/EP2015/055691 2014-04-04 2015-03-18 Moteur d'entraînement électrique Ceased WO2015150079A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201580029576.3A CN106464077B (zh) 2014-04-04 2015-03-18 电的驱动电机
JP2017503058A JP6584492B2 (ja) 2014-04-04 2015-03-18 電気式の駆動モータ

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014005006.8 2014-04-04
DE102014005006.8A DE102014005006A1 (de) 2014-04-04 2014-04-04 Elektrischer Antriebsmotor

Publications (2)

Publication Number Publication Date
WO2015150079A2 true WO2015150079A2 (fr) 2015-10-08
WO2015150079A3 WO2015150079A3 (fr) 2015-11-26

Family

ID=52697410

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2015/055691 Ceased WO2015150079A2 (fr) 2014-04-04 2015-03-18 Moteur d'entraînement électrique

Country Status (4)

Country Link
JP (1) JP6584492B2 (fr)
CN (1) CN106464077B (fr)
DE (1) DE102014005006A1 (fr)
WO (1) WO2015150079A2 (fr)

Cited By (1)

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WO2020020987A1 (fr) * 2018-07-26 2020-01-30 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Système d'entraînement pour le déplacement motorisé d'un volet de véhicule à moteur

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JP6472375B2 (ja) 2015-12-25 2019-02-20 ミネベアミツミ株式会社 モータ
DE102017214381B3 (de) 2017-08-18 2018-05-24 Volkswagen Aktiengesellschaft Sicherungssystem zur Ladungssicherung bei einem Fahrzeug
DE102017128214A1 (de) 2017-11-29 2019-05-29 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Kraftfahrzeugkomponente
DE102019106519A1 (de) * 2019-03-14 2020-09-17 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Antriebsanordnung für ein Verschlusselement eines Kraftfahrzeugs
DE102022101308A1 (de) 2022-01-20 2023-07-20 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Antriebseinheit
KR20250075388A (ko) 2023-11-21 2025-05-28 캄텍주식회사 도어 작동을 위한 구동 장치

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DE102014005006A1 (de) 2015-10-08
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WO2015150079A3 (fr) 2015-11-26
CN106464077B (zh) 2020-04-17
CN106464077A (zh) 2017-02-22

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