DE102014005006A1 - Electric drive motor - Google Patents

Abstract

The invention relates to an electric drive motor for a drive (2) for the motorized adjustment of an adjusting element (3) of a motor vehicle, comprising a motor housing (5) associated with a stator (4) and a rotor (6) with rotor shaft (7). wherein stator (4) and rotor (6) interact to produce drive motions. It is proposed that 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 causes a braking force between the stator (4) and the rotor (6) which inhibits the rotation of the rotor (6) both at standstill and during manual or motorized adjustment operation.

Description

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. In the present case, the motorized adjustment of closure elements, in particular tailgates, trunk lids, doors, in particular side doors, hoods o. The like. Of a motor vehicle in the foreground. This is not meant to be limiting.

The known drive motor ( EP 2 202 377 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 rücktreibbar, designed so that in addition to a motorized adjustment of the tailgate and a manual adjustment of the tailgate is possible. In order to ensure that the tailgate holds its position even in intermediate positions, 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.

From the field of switchable brake assemblies, it is basically known to integrate the brake assembly in the drive motor ( EP 1 011 188 A1 ). However, such a switchable brake assembly is both constructive and control technology consuming and builds little compact.

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 above problem is solved in an electric drive motor according to the preamble of claim 1 by the features of the characterizing part of claim 1.

Essential is the fundamental consideration that the realization of a permanently acting between the stator and rotor braking force leads to new constructive degrees of freedom for the drive motor in question. Specifically, it is proposed that the drive motor has a brake arrangement with a brake element associated with the rotor, which is permanently coupled to the stator via at least one brake frictional connection and thereby inhibits rotation of the rotor both at standstill and during manual or motorized adjustment operation Braking force between stator and rotor causes.

The term "permanent" means in the present case that the at least one brake friction connection and thus the braking force between the stator and rotor can not be canceled. However, it can certainly be provided that the braking force changes depending on the respective mode of operation.

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. In the motorized adjustment this is different. Here, there is an interaction between the stator and rotor for generating drive forces and as a result of drive movements. 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.

At rest, the at least one brake frictional connection is solely due to static friction. In manual or motorized adjustment operation, sliding friction occurs at least in the case of a brake-friction connection.

Due to the fact that 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.

In the preferred embodiment according to claim 4, the at least one brake frictional connection goes to a brake biasing force between brake element and stator back. This takes into account the fact that in order to produce a brake frictional connection, the mutually associated friction surfaces must in principle be biased towards each other in order to produce a brake frictional connection. 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 brake biasing force can be realized in very different ways. One possibility is that the brake biasing force is due to an elastic spring arrangement. In the particularly preferred embodiment according to claim 9, however, it is such that 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 stator, through the geometry of the size of the brake biasing force is adjustable. In addition to 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.

According to a further teaching according to claim 16, which has independent significance, 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 drive downstream of the drive motor for generating drive movements, wherein the drive train of the drive is not self-locking, so rücktreibbar configured, so that the drive in the assembled state allows a manual adjustment of the adjustment that follows the entire drive train without slip. Reference may be made to all versions of the proposed drive motor.

In a particularly preferred embodiment according to claim 17, 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.

According to another teaching according to claim 20, which also has independent significance, an adjusting element arrangement, in particular a flap arrangement, of a motor vehicle is claimed.

The proposed Verstellelementanordnung 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.

In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment. In the drawing shows

1 in a very schematic representation of the rear area of a motor vehicle with a tailgate, which is associated with a proposed propulsion drive with a proposed drive motor,

2 the drive according to 1 in longitudinal section,

3 the drive motor of the drive according to 2 in disassembled condition.

The proposed electric drive motor 1 can be used for all kinds of drives 2 for the motorized adjustment of adjusting elements 3 of a motor vehicle. Here and preferably, it is in the adjustment 3 a closure element, in particular a tailgate, of a motor vehicle. All versions of the tailgate of the motor vehicle apply to all other conceivable adjusting elements 3 corresponding.

The electric drive motor 1 is how in 3 shown with a stator 4 equipped, which is a motor housing 5 having. The motor housing 5 can be configured in several parts. This will be explained below.

In the motor housing 5 is a rotor 6 with rotor shaft 7 arranged, with stator 4 and rotor 6 in a conventional manner for an electric drive motor for generating drive movements of the rotor shaft 7 interact with each other. In the embodiment of the electric drive motor 1 as a DC motor, the stator 4 in the motor housing 5 a drive permanent magnet assembly and the rotor 6 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 types of a synchronous motor, an asynchronous motor o. The like ..

It can be according to the detailed representation 3 Take that from the drive motor 1 a brake assembly 8th with a the rotor 6 associated brake element 9 having, permanently via at least one brake frictional connection 10 . 11 with the stator 4 is coupled and thereby both at standstill and during manual or motor Verstellbetriebs a rotation of the rotor 6 inhibiting braking force between stator 4 and rotor 6 causes.

This is a bias between the brake element 9 and the stator 4 provided, which will be explained in detail below.

The term "braking force" is to be understood in the present case. In the illustrated embodiment, strictly speaking, it is a braking torque between the stator 4 and rotor 6 ,

Here and preferably, the brake element 9 inside the motor housing 5 and directly on the motor housing 5 arranged. It is also conceivable that the brake element 9 inside the motor housing 5 and at the same time free from the motor housing 5 is arranged. Finally, it is conceivable that the brake element 9 outside the motor housing 5 is arranged.

Here and preferably, the engine housing 5 a pole housing 12 on, with the brake element 9 at least partly in the pole housing 12 is arranged. The pole housing 12 preferably serves to receive an above drive permanent magnet arrangement of the stator 4 and is further preferably formed at least in part of a magnetic conducting sheet.

The motor housing 5 can have further housing parts. For example, the engine housing 5 be equipped with a bearing plate on the in 3 left, not shown in detail end of the drive motor 1 is arranged.

3 further shows that the stator 4 a bearing assembly 13 for the rotary bearing of the rotor shaft 7 having. The bearing arrangement 13 is here with a bushing 14 fitted in the motor housing 5 is used and which is a plain bearing for the rotor shaft 7 provides. The bearing bush is preferably a sintered part.

The bearing arrangement 13 also makes a part of the motor housing 5 ready, as also according to the illustration 3 can be seen. In principle, the bearing arrangement 13 , in particular the bearing bush 14 , a much larger part of the motor housing 5 provide, provided the bearing bush 14 is dimensioned accordingly.

Preferably, it is such that the at least one brake frictional connection 10 . 11 to a brake biasing force F between brake element 9 and stator 4 declining. Here, in the illustrated preferred embodiment, the brake biasing force F with respect to the rotor shaft 7 axially aligned.

In the illustrated and insofar preferred embodiment, it is further such that the brake element 9 rotatably with the rotor shaft 7 is coupled. It may in principle be provided that the brake element 9 relative to the rotor shaft 7 is axially displaceable. In the illustrated embodiment, the brake element 9 however, rigid with the rotor shaft 7 connected.

The connection of the brake element 9 with the rotor shaft 7 can be provided in a form-fitting, non-positive or cohesive. A particularly simple production results from the fact that the brake element 9 in plastic injection molding to the rotor shaft 7 is injected. In the illustrated embodiment is on the rotor shaft 7 a brake element 9 assigned ring 15 arranged, preferably in a press fit on the rotor shaft 7 is deferred. The ring 15 can be realized in very different ways. Here and preferably it is the ring 15 around a sintered ring.

The ring 15 here limits the axial clearance between the rotor shaft in an axial direction 7 and stator 5 , which will be discussed below. The brake element 9 Incidentally, is in a press fit on the ring 15 deferred or in plastic injection molding to the ring 15 molded. Other options for connecting the brake element 9 with the rotor shaft 7 are conceivable.

For the realization of the brake frictional connection 10 . 11 Different possibilities are conceivable. In one embodiment, not shown, it is provided that 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.

In the illustrated and so far preferred embodiment, however, it is such that between brake element 9 and stator 4 an intermediate element 16 is arranged such that the brake biasing force F via the intermediate element 16 runs. It is here provided that a first brake frictional connection by a frictional engagement between the brake element 9 and the intermediate element 16 and a second brake friction connection 11 between the intermediate element 16 and the stator 4 arises.

For the realization of the at least one brake frictional connection 10 . 11 Numerous constructive variants are conceivable. Basically, here are the friction partners "outer area 17 of the braking element 9 "/" Intermediate element 16 ", "Ring 15 "/" Intermediate element 16 "," Pol housing 12 "/" Intermediate element 16 "And" bearing bush 14 "/" Intermediate element 16 " to disposal. By a suitable design refinement can be set exactly which friction partners should come into engagement here with each other to the desired braking force between the stator 4 and rotor 6 to create. For example, the bushing could 14 axially in front of the pole housing 12 protrude, leaving the intermediate element 16 on his in 3 right side exclusively with the bearing bush 14 is in frictional engagement. The same applies to the outer area 17 of the braking element 9 and the ring 15 ,

For the design of the intermediate element 16 Numerous constructive variants are conceivable. It is essential that the intermediate element 16 either brake element side 9 or stator side 5 is in frictional engagement with the respective friction partner. Accordingly, the intermediate element 16 for example with the stator 4 positively, positively or materially engaged. It is conceivable that the intermediate element 16 rigid with the stator 4 is connected while the intermediate element 16 with the brake element 9 is in frictional engagement.

If the brake pretensioning force F is realized by means of a spring arrangement, the size of the braking pretensioning force F can, with a suitable design, be determined by the geometry, in particular by the axial width, of the intermediate element 16 be set. Preferably, the axial width of the intermediate element 16 less than 2 mm, preferably less than 1 mm and more preferably is the axial width of the intermediate element 16 in a range between about 0.1 mm and about 0.5 mm.

Here and preferably, the brake biasing force F is generated by magnetic force. In particular, for this it is advantageous if the intermediate element 16 magnetically non-conductive or magnetically designed only slightly conductive. For example, the intermediate element 16 be at least partially formed of a corresponding plastic material. In detail, the intermediate element 16 at least in part preferably made of a PEEK material, a POM material o. The like. Formed.

The brake assembly 8th preferably has a brake permanent magnet arrangement 18 on, wherein the brake biasing force on the magnetic field B of the brake permanent magnet assembly 18 declining. Here and preferably the dipole axis 19 the brake permanent magnet assembly 18 relative to the rotor shaft 7 axially aligned. Preferably, the brake element 9 , as in 3 represented, an annular outer area 17 on, as a brake permanent magnet assembly 18 is designed. The brake permanent magnet assembly 18 is designed accordingly as a ring magnet arrangement. It represents at least part of the braking element 9 ready.

The brake permanent magnet assembly 18 is preferably formed of a plastic-bonded magnetic material, so that at least partially from the brake permanent magnet assembly 18 formed brake element 9 in the above manner in plastic injection molding is manufacturable.

Since the magnetic field B of the brake permanent magnet assembly 18 constantly present and largely independent of the rotational position of the rotor shaft 7 is, the magnetic field B and thus the braking force corresponding to permanent in the above sense.

A particularly compact design results from the fact that the magnetic conductivity of the motor housing 5 is used for the generation of the brake biasing force. If at least one wall section 20 of the motor housing 5 , here and preferably the pole housing 12 is designed to be magnetically conductive, it may be provided that the brake biasing force F on the magnetic attraction between the brake permanent magnet assembly 18 and the wall section 20 of the motor housing 5 declining. It is here and preferably so that the wall section 20 essentially transverse to the rotor shaft 7 runs, leaving the brake element 9 over the intermediate element 16 with respect to the rotor shaft 7 axial brake preload force F braking especially on the motor housing 5 can work. Basically, the wall section may also be a component of a bearing plate or the like mentioned above.

It is best suited to the detailed representations 3 infer that the intermediate element 16 one related to the rotor shaft 7 axial spacer between the brake permanent magnet assembly 18 , here between the brake element 9 and the wall section 20 , which provides, so that the relative to the rotor shaft 7 axial width b of the intermediate element 16 defines the magnitude of the brake biasing force F. With a suitable design, it may be provided that the intermediate element 16 an air gap between the brake permanent magnet assembly 18 and the wall section 20 Are defined. So it is with the appropriate choice of the intermediate element 16 possible, the brake preload force F and thus the braking force between the stator 4 and rotor 6 to be adjusted in a wide range.

It can be according to the detailed representations 3 as for the brake element 9 already hinted that the brake element 9 and the intermediate element 16 each at least in part as here and preferably annular discs are configured. It is further preferably so that the brake element 9 and the intermediate element 16 each coaxial with the rotor shaft 7 are aligned. The particular annular disc-shaped configuration and the coaxial alignment can in principle only for one of the two elements 9 . 16 be provided.

Interesting in the illustrated embodiment is according to 3 that the brake element 9 and the intermediate element 16 each substantially flat friction surfaces for the generation of the at least one brake frictional connection 10 . 11 provide. With such flat friction surfaces, the resulting braking behavior is particularly easy to adjust.

For the generation of the brake biasing force F between the brake element 9 and the stator 4 is a certain adjustability of the brake element 9 required. This can be achieved, for example, by an axial displaceability of the brake element 9 on the rotor shaft 7 be realized. Here is the bearing assembly 13 , inter alia in connection with the ring 15 , an axial clearance for the rotor shaft 7 ready to have a slight axial movement between the brake element 9 and stator 4 allowed. This measure is particularly advantageous insofar as an additional design effort for the realization of the adjustability of the brake element 9 is not required.

For discharging the drive movements is the rotor shaft 7 with an output element 21 fitted. Depending on the structural design of the output element 21 is it possible that the output element 21 depending on the mode of operation of the drive motor 1 opposite axial forces on the rotor shaft 7 causes. For example, it can be provided that a manual adjustment of the adjustment 3 in the assembled state on the output element 21 affects that an axial movement of the brake element 9 in 3 to the right, so on the wall section 20 to, results. Such an adjustment is, as mentioned above, by the existing axial play of the rotor shaft 7 possible. This increases the brake biasing force F and, as a result, the braking force between the stator 4 and rotor 6 , This is appropriate, since an externally effected adjustment of the adjustment 3 yes, to some extent counteracted. For an above output element 21 the realization of a helical gearing or a helical gearing has proved to be advantageous.

According to another doctrine, which has independent significance, the drive becomes 2 for the motorized adjustment of an adjusting element 3 a motor vehicle with a proposed drive motor 1 claimed as such. The proposed drive 2 has a drive motor 1 downstream feed gear 22 for generating drive motions, as in 2 is shown. The powertrain 23 of the drive 2 is not self-locking, so reusable, designed, so the drive 2 in the assembled state, a manual adjustment of the adjustment 3 allowed, taking the entire powertrain 23 the manual adjustment of the adjusting element 3 slip-free follows.

In the illustrated and so far preferred embodiment is between the drive motor 1 and the feed gear 22 an intermediate gear 24 connected. Preferably, it is in the intermediate gear 24 around a planetary gear. In a particularly preferred embodiment, the intermediate gear 24 at least one planetary gear stage, preferably at least two planetary gear stages on. This allows the driveability of the drive train 23 in a compact and robust way.

As in 2 shown is the feed gear 22 with a spindle spindle nut gearbox 25 equipped along a longitudinal axis 26 of the drive 2 behind the drive motor 1 and the intermediate gear provided here 24 is arranged. These along the longitudinal axis 26 of the drive 2 Sequential arrangement of drive motor 1 , Intermediate gear 24 and spindle spindle nut gearbox 25 leads to an elongated and especially slim design of the drive 2 ,

The spindle spindle nut transmission 25 is, as well as in 2 shown with a spindle 27 equipped with the intermediate gearbox 24 through the drive motor 1 is drivable. The spindle 27 meshes with a spindle nut 28 , in the 2 can also be seen. The designed in the drawing as a linear drive drive 2 attacks according to 1 on the one hand on the adjusting element 3 and then on the body 29 of the motor vehicle, this each spaced from a pivot axis 30 of the adjusting element 3 , In a particularly preferred embodiment, two such drives 2 provided on opposite sides of the adjusting element 3 are arranged.

The adjusting element 3 , here the tailgate of the motor vehicle, gravitationally endeavors to fall down to its closed position. On the other hand, the drive 2 here a spring arrangement 31 assigned to the weight of the adjustment 3 at least in an adjustment of the adjustment 3 counteracts. Since an optimal state of equilibrium such that the adjusting element 3 Measures must be taken to ensure an automatic and thus uncontrolled adjustment of the adjustment over their entire adjustment range their respective position, not feasible 3 to avoid. In detail, it is proposed that the drive train 23 of the drive 2 by the friction between the drive components of the drive 2 and by the brake assembly 8th so braked is that the adjusting element 3 , here the tailgate, with switched off drive motor 1 over at least a part of the adjustment of the adjustment 3 holds his respective position. Given the fact that the brake assembly 8th from the adjusting element 3 seen from behind the feed gear 22 and the intermediate gear 24 is located, it requires only a small braking force to hold the adjustment 3 to ensure.

The proposed embodiment of the drive motor 1 is especially in the equipment of the drive 2 with a spindle spindle nut gearbox 25 particularly advantageous, since here the reduction of the length of the drive 2 overall special significance. Especially at the in 3 illustrated embodiment, due to the disc-like configuration of the braking element 9 With particularly little axial space manages, the proposed drive motor can be 1 with a feed gear 22 , which is a spindle spindle nut transmission 25 has, combine very well.

It has already been pointed out that the proposed drive motor 1 as well as the proposed drive 2 on all types of adjusting elements 3 a motor vehicle are applicable. In a particularly preferred embodiment, it is in the adjustment 3 however, a closure element 3 , in particular a tailgate, a trunk lid, a door, in particular a side door, an engine hood o. The like. Of a motor vehicle.

According to another teaching, which also has independent significance, is an adjustment element arrangement 32 , In particular, a flap assembly, claimed a motor vehicle as such.

The proposed adjusting element arrangement 32 is with one on the body 29 of the motor vehicle pivotally hinged adjusting element 3 and with at least one proposed drive 2 for the motorized adjustment of the adjusting element 3 fitted. In a particularly preferred embodiment, it is in the adjustment 3 , as mentioned above, to a flap, in particular a tailgate, of the motor vehicle. On all versions of the proposed drive motor 1 as well as to the proposed drive 2 may be referred.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 2202377 A2 [0003]
• EP 1011188 A1 [0006]

Claims (20)

Electric drive motor for a drive ( 2 ) for the motorized adjustment of an adjusting element ( 3 ) of a motor vehicle, with a stator ( 4 ) with motor housing ( 5 ) and a rotor ( 6 ) with rotor shaft ( 7 ), where Stator ( 4 ) and rotor ( 6 ) interact with one another to generate drive movements, characterized in that the drive motor ( 1 ) a brake assembly ( 8th ) with a rotor ( 6 ) associated brake element ( 9 ), which permanently via at least one brake frictional connection ( 10 . 11 ) with the stator ( 4 ) and thereby both at standstill and during manual or motor Verstellbetriebs a rotation of the rotor ( 6 ) inhibiting braking force between stator ( 4 ) and rotor ( 6 ) causes. Drive motor according to claim 1, characterized in that the brake element ( 9 ) within the motor housing ( 5 ) and / or directly on the motor housing ( 5 ) is arranged, preferably, that the motor housing ( 5 ) a pole housing ( 12 ) and that the brake element ( 9 ) at least partially in the pole housing ( 12 ), preferably that the pole housing ( 12 ) is formed at least in part of a magnetic conductive metal sheet. Drive motor according to one of the preceding claims, characterized in that the stator ( 4 ) a bearing arrangement ( 13 ) for the rotary bearing of the rotor shaft ( 7 ), preferably that the bearing arrangement ( 13 ) a part of the motor housing ( 5 ). Drive motor according to one of the preceding claims, characterized in that the at least one brake frictional connection ( 10 . 11 ) to a brake biasing force (F) between the brake element ( 9 ) and stator ( 4 ), preferably, that the brake biasing force (F) relative to the rotor shaft ( 7 ) is axially aligned. Drive motor according to one of the preceding claims, characterized in that the brake element ( 9 ) rotatably with the rotor shaft ( 7 ), preferably that the brake element ( 9 ) rigidly with the rotor shaft ( 7 ) connected is. Drive motor according to one of the preceding claims, characterized in that 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 braking element ( 9 ) and a bearing assembly ( 13 ) for the rotor shaft ( 7 ), arises. Drive motor according to one of the preceding claims, characterized in that between brake element ( 9 ) and stator ( 4 ) an intermediate element ( 16 ) is arranged such that the brake biasing force (F) via the intermediate element ( 16 ) and that the at least one brake frictional connection ( 10 . 11 ) by a frictional engagement between the brake element ( 9 ) and the intermediate element ( 16 ) and / or between the intermediate element ( 16 ) and the stator ( 4 ), in particular between the intermediate element ( 16 ) and the motor housing ( 5 ) and / or between the intermediate element ( 16 ) and a bearing assembly ( 13 ) for the rotor shaft ( 7 ), arises. Drive motor according to claim 7, characterized in that the intermediate element ( 16 ) magnetically non-conductive or magnetically only slightly conductive, preferably, that the intermediate element ( 16 ) is formed at least in part of a plastic material. Drive motor according to one of the preceding claims, characterized in that the brake arrangement ( 8th ) a brake permanent magnet arrangement ( 18 ) and that the brake biasing force (F) on the magnetic field of the brake permanent magnet assembly ( 18 ), preferably that the dipole axis ( 19 ) of the brake permanent magnet arrangement ( 18 ) relative to the rotor shaft ( 7 ) is axially aligned. Drive motor according to claim 9, characterized in that the brake permanent magnet arrangement ( 18 ) at least a part of the braking element ( 9 ). Drive motor according to one of the preceding claims, characterized in that at least one wall section ( 20 ) of the motor housing ( 5 ), in particular of the pole housing ( 12 ), is magnetically conductive, and that the brake biasing force (F) is responsive to the magnetic attraction between the brake permanent magnet assembly (FIG. 18 ) and the wall section ( 20 ) of the motor housing ( 5 ) goes back. Drive motor according to claims 7 and 11, characterized in that the intermediate element ( 16 ) one with respect to the rotor shaft ( 7 ) axial spacers between the brake permanent magnet assembly ( 18 ), in particular the braking element ( 9 ), and the wall section ( 20 ), so that with respect to the rotor shaft ( 7 ) axial width (b) of the intermediate element ( 16 ) defines the size of the brake biasing force (F), preferably that the intermediate element ( 16 ) an air gap between the brake permanent magnet assembly ( 18 ) and the wall section ( 20 ) Are defined. Drive motor according to one of the preceding claims, characterized in that the brake element ( 9 ) and / or the intermediate element ( 16 ) is configured at least in part as a particular annular disc or, preferably, that the brake element ( 9 ) and / or the intermediate element ( 16 ) coaxial with the rotor shaft ( 7 ) is or are aligned. Drive motor according to one of the preceding claims, characterized in that the bearing arrangement ( 13 ) an axial clearance for the rotor shaft ( 7 ) provides a slight axial movement between the brake element ( 9 ) and stator ( 4 ) allowed. Drive motor according to one of the preceding claims, characterized in that the rotor shaft ( 7 ) an output element ( 21 ), depending on the operation of the drive motor ( 1 ) opposite axial forces on the rotor shaft ( 7 ), preferably, that the output element ( 21 ) has a helical toothing or a helical toothing. Drive for the motorized adjustment of an adjusting element ( 3 ) of a motor vehicle with a drive motor ( 1 ) according to one of the preceding claims and a drive motor ( 1 ) downstream feed gear ( 22 ) for generating drive movements, wherein the drive train ( 23 ) of the drive ( 2 ) is not designed self-locking, so that the drive ( 2 ) in the mounted state, a manual adjustment of the adjusting element ( 3 ), which allows the entire powertrain ( 23 ) follows without slip. Drive according to claim 16, characterized in that the feed gear ( 22 ) a spindle spindle nut transmission ( 25 ) having. Drive according to claim 16 or 17, characterized in that the drive train ( 23 ) of the drive ( 2 ) due to the friction between the drive components of the drive ( 2 ) and by the brake assembly ( 8th ) is braked so that the adjusting element ( 3 ) with the drive motor switched off ( 1 ) holds its respective position over at least part of its adjustment range. Drive according to one of the preceding claims, characterized in that the adjusting element ( 3 ) as a closure element, in particular as a tailgate, as a trunk lid, as a door, in particular as a side door, as an engine hood o. The like. A motor vehicle, is configured. Adjusting element arrangement, in particular flap arrangement ( 32 ), of a motor vehicle, with one on the body ( 29 ) of the motor vehicle pivotally hinged adjusting element ( 3 ) and at least one drive ( 2 ) for the motorized adjustment of the adjusting element ( 2 ) according to any one of claims 16 to 19.

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