Convertible vehicle

Abstract

A convertible vehicle with a roof (1), which comprises three separate roof parts (2, 3 and 4), can be stowed in the rear region of the vehicle and, in the region of the main bearing (5), assigned to the edge of the vehicle body, forms a movement unit (6), which comprises the front two parts of the roof, and a rear movement unit (7), which comprises the rear part (4) of the roof, the two movement units (6 and 7) being supported pivotably at the main bearing (5) by respective supporting parts (8 and 9 respectively), which are connected by a coupling rod (12), which is provided as a restricted guidance. This coupling rod (12) is connected at least at one end by an intermediate gearing (Z and Z′) with the respective supporting part (8 and 9).

Description

[0001] The invention relates to a convertible vehicle with a roof, comprising at least three separate roof parts, as defined in the introductory portion of claim 1.

[0002] The invention is concerned with the problem of improving a convertible vehicle of the type known from DE 299 13 486 U1, so that the linkage units, provided to move the roof parts, can be moved with less driving power and, when the roof parts are shifted jointly, a decrease in the stresses on the material are possible in the region of the drag bearing.

[0003] Pursuant to the invention, this objective is accomplished with a convertible vehicle with the distinguishing features of claim 1. With regard to further developments of the invention, reference is made to claims 2 to 32.

[0004] In the region of its two movement units, controlling the adjustment movement of the roof parts in the region of the main bearing, the roof, constructed pursuant to the invention, has at least one intermediate gearing, with which reduced adjusting forces can be imparted to the supporting parts of the two movement units, which are connected over a coupling rod, already owing to the fact that a one-step gear reduction of the driving movement takes place. This is advantageous especially in the respective initial and end phases during the opening or closing process, because in these phases of the movement, the adjustment forces, brought about especially by the locking position and/or the dead center position of the linkage parts, can be minimized and the driving power for initiating the movement can also be reduced with the intermediate gearing or gearings. During the adjustment movement of the roof parts, a movement, gentle to the material, is achieved in the region of the movement units, having a plurality of linkage legs, in the course of the whole path of the movement with largely constant driving forces.

[0005] By means of an appropriate optimization of the fulcrums and lever ratios in this system of linkages, the gearing up or gear reduction of the intermediate gearing can be varied in the region of the gearing elements as a function of the force and velocity so that, with little effort, an adaptation to different roof systems is possible. In addition, for the stowing phase of the roof parts, a gas spring is integrated as damping element in the force flux. With the damping spring, a controlled stowing of the roof is possible and the subsequent shifting of the roof into the closed position is supported actively.

[0006] Further details of the invention arise out of the following description and the drawing, in which an example of the object of the invention is shown. In the drawing,

[0007] FIG. 1 shows a partially sectional side view of a roof, having three roof parts, of a convertible vehicle in the closed position,

[0008] FIG. 2 shows a side view similar to that of FIG. 1 during the opening phase of the roof and

[0009] FIG. 3 shows a side view of the roof of FIG. 1, shifted into a rear opening position in the vehicle.

[0010] FIG. 1 illustrates a partially sectional side view of a roof 1, having three roof parts 2, 3 and 4, of a convertible vehicle, the details of which are not shown. From the closed position of FIG. 1, the roof 1 can be shifted to the rear region of the vehicle into an open position (FIG. 3). In the region of the respective main bearings 5, of which only one is shown in the side view and which is assigned to the edge of the vehicle body (not shown), the roof 1 has a movement unit 6, which comprises the two front parts 2 and 3 of the roof 1 and a rear movement unit 7, which comprises the rear part 4 of the roof 1. The two movement units 6 and 7 are held pivotably at the main bearing 5 by respective supporting and linkage parts 8 and 9 in step bearings 10 and 11 and a coupling rod 12 is provided as restricted guidance between these supporting parts 8 and 9.

[0011] For the roof 1, constructed pursuant to the invention, the coupling rod 12, in one conceivable construction, is connected at least at one end by an intermediate gearing Z or Z′ with the respective supporting part 8 or 9. In the representations of FIGS. 1 to 3, an embodiment is shown, for which the coupling rod 12 has in each case one of the intermediate gearings Z and Z′ to the front as well as to the rear supporting parts 8 and 9.

[0012] With the intermediate gearing Z and Z′, a subassembly, bringing about a gearing up or gear reduction of the driving motion (arrow A, FIG. 2) in the form of a gear reducer unit, is provided, with which the rotational speeds or accelerations of the supporting parts 8 and 9 or of the two movement units 6 and 7 can be affected so that, with little driving power, a largely synchronous movement of the parts is possible. In particular, a gear reduction for the adjusting speeds or accelerations, effective by means of the coupling rod 12 at the supporting parts 8 and 9, can be achieved with the two intermediate gearings Z and Z′.

[0013] In an advantageous version, the roof construction has a driving organ 14, which is provided for controlling the roof automatically and constructed as a hydraulic cylinder 14. This driving organ 14 engages the intermediate gearing Z, which is assigned to the front movement unit 6, so that, starting out from the latter, the opening or closing movement of the roof 1 takes place corresponding to the driving movement (arrow A) of the hydraulic cylinder 14′. Likewise, it is conceivable that the driving organ 14 is assigned to the intermediate gearing Z′ engaging the rear movement unit 7 (not shown).

[0014] The front intermediate gearing Z is provided with a driving lever 16, which is supported at the main bearing 5 in a hinge point 15 and at which the driving organ 14, the coupling rod 12 and a rocking arm 17, connected with the supporting part 9 of the movement unit 7, are hinged.

[0015] The driving lever 16 is constructed as a rectangular lever, which is pivotably supported at the main bearing 5 with a first leg part 18 and the second leg part 19 of which, protruding at an angle of 90°, is connected at the end with the piston rod of the hydraulic cylinder 14′. In the corner region between the two 90° leg parts 18 and 19, the coupling rod 12 is hinged in a hinge point 20 at the driving lever 16 in such a manner, that a synchronous transfer of the movement (arrow A) to the rear intermediate gearing Z′ is possible.

[0016] The swiveling lever 17 is provided for transferring movement to the front supporting part 8. It is supported over a hinge point 21 in the vicinity of the hinge point 20 also in the corner region of the angular lever 16. On the other hand, the swiveling lever 17 engages a hinge point 22 at the supporting part 8, so that a distance F, acting as a force-initiating lever, is formed between the hinge point 15 of the supporting part 8 and the hinge point 22.

[0017] The rear intermediate gearing Z′ has a driving lever 25, which is hinged at the coupling rod 12 in a hinge point 23 and fixed at the other end at the main bearing 5 in the vicinity of the supporting bearing 11 in a hinge point 24. The driving lever 25, in turn, is connected over a swiveling lever 26 also in the supporting part 9 of the rear movement unit 7. The swiveling lever 26 moreover is connected in a hinge point 27 with the driving lever 25, the hinge point 27 being disposed essentially centrally between the supporting bearing 11 and the hinge point 23. A hinge point 28 of the swiveling lever 26 is disposed at the supporting part 9 at a distance F′ from the supporting bearing 11 of the supporting part 9, so that, with this distance, a rear driving lever is formed which, when motion is initiated, is effective synchronously with the front lever F.

[0018] With the above-described two intermediate gearings Z and Z′ (gear reduction transmissions), the large swiveling paths of the roof components 2, 3 and 4 are possible with a defined use of force, so that, by uniform accelerations and movement velocities, overloading of the components is avoided. In FIG. 3, the shifting of the supporting part 9 of the rear movement unit 7 is illustrated by way of example by a movement arrow S, which illustrates the length of a movement path. With the use of the two intermediate gearings Z and Z′, lever ratios, unfavorable for joint parts, are avoided on the whole of the movement path S. With that, overall improved force initiation and acceleration conditions are achieved. By an optimum arrangement and dimensioning of the fulcrums and hinge points in the region of the two intermediate gearings Z and Z′, an adaptation to different roof configurations is possible with little expenditure for construction.

[0019] Due to the use of a gas spring 29, damping of the superimposition of the swiveling movement on the weight force can be achieved when the roof 1 is stowed (FIG. 3) and the roof 1 can be moved in a controlled manner into the stowed position. When the roof 1 is moved into the closed position, the corresponding movement of the roof parts is supported actively by the gas spring 29.

Claims

1. A convertible vehicle with a roof (1), which comprises three separate roof parts (2, 3 and 4), can be stowed in the rear region of the vehicle and, in the region of the main bearing (5), assigned to the edge of the vehicle body, forms a movement unit (6), which comprises the front two parts of the roof, and a rear movement unit (7), which comprises the rear part (4) of the roof, the two movement units (6 and 7) being supported pivotably at the main bearing (5) by respective supporting parts (8 and 9 respectively), which are connected by a coupling rod (12), which is provided as a restricted guidance, wherein the coupling rod (12) is connected at least at one end by an intermediate gearing (Z and Z′) with the respective supporting part (8 and 9).

2. The convertible vehicle of claim 1, wherein the coupling rod (12) in each case has one of the interim gearings (Z and Z′) in the direction of the front and rear supporting part (8 and 9 respectively).

3. The convertible vehicle of claims 1 or 2, wherein the respective intermediate gearing (Z or Z′) is constructed in the form of a gear reduction unit, bringing about a gearing up or gear reduction of the driving motion (arrow A).

4. The convertible vehicle of one of the claims 1 to 3, wherein the two intermediate gearings (Z and Z′) in each case form a gear reduction for the adjusting speeds or adjusting accelerations effective by means of the coupling rod (12) at the supporting parts (8 and 9 respectively.

5. The convertible vehicle of one of the claims 1 to 4, wherein a driving organ (14), which is provided for controlling the roof automatically, is assigned to the intermediate gearing (Z), which engages the front movement unit (6), or to the intermediate gearing (Z′), which engages the rear movement unit (7).

6. The convertible vehicle of one of the claims 1 to 5, wherein the front of the intermediate gearings (Z) is provided with a driving lever (16), which is supported at the main bearing (5) and at which the driving organ (14), the coupling rod (12) and a pivoting lever (17), which is connected with the supporting part (8) of the front movement unit (6), are hinged.

7. The convertible vehicle of claim 6, wherein the driving lever (16) is constructed as an angular lever, which is supported pivotably with a first leg part (18) at the main bearing (5), the second leg part (19) of the angular lever, protruding at a 90° angle, being connected terminally with the driving organ (14).

8. The convertible vehicle of claims 6 or 7, wherein the driving lever (16) is hinged in the corner region between the two 90° leg parts (18 and 19) at the coupling rod (12).

9. The convertible vehicle of one of the claims 6 to 8, wherein the pivoting lever (17) is also hinged in the corner region of the two leg parts (18 and 19) at the driving lever (16) and, on the other hand, engages this driving lever at a distance (F) from a supporting bearing (10) of the supporting part (8).

10. The convertible vehicle of one of the claims 1 to 9, wherein the rear intermediate gearing (Z′) has a driving lever (25), which is hinged at the coupling rod (12) and, at the other end, is mounted at the main bearing (5), and which is connected over a swiveling lever (26) with the supporting part (9) of the rear movement unit (7).

11. The convertible vehicle of claim 10, wherein the swiveling lever (26) is hinged at the driving lever (25) centrally between the two connecting joints (23 and 24) of the driving lever (25).

12. The convertible vehicle of claims 10 or 11, wherein the swiveling lever (26) engages the supporting part (9) at a distance (F′) from the drag link (11) of the supporting part (9).