DE102012018703A1 - Anti-trap method for adjusting e.g. front window pane of motor vehicle e.g. cabriolet, involves determining steep position of window pane during closing movement of first window pane - Google Patents

Abstract

The method involves adjusting a front and a rear window pane (4,6) between an open position and a closing position (9) along an adjusting path (XV,XF). The test size is detected during a closing movement of window pane (4) sequentially. The test size is compared with an associated threshold value (GV) for detecting trapping process, such that the closing movement is stopped or reversed. A steep position (XVI, XFI) of window pane (6) is determined during closing movement of window pane (4). The threshold value (GV) is given as a determined control position of window pane (6). Independent claims are included for the following: (1) a trapping protection device for window pane of vehicle; and (2) a positioning device for adjusting window pane of vehicle.

Description

The invention relates to a Einklemmschutzverfahren for the adjustment of a window pane of a vehicle, in particular a vehicle with frameless side windows such as a conventional convertible (convertible) or coupe. The invention further relates to a anti-trap device for carrying out the method and an associated adjusting device for adjusting the window pane.

In modern motor vehicles, the side windows can usually be moved by means of an electromotive adjusting device (window regulator) between a closed position and an open position. Such a window regulator regularly includes a anti-trap function, which detects when closing the disc trapping (especially a clamped between the disc and the vehicle roof body part) and optionally stops or reverses the disc movement.

In convertibles and coupes, the side windows are often designed frameless, so not surrounded by a circumferentially closed frame of a vehicle door or body part. In particular, in the body of such a vehicle is often missing the so-called B-pillar, which is arranged on each side of the vehicle between each of the front side window (front disc) and a rear side window (rear disc). In such a body, the front and rear side windows in the closed position thus encounter each other directly - separated only by a seal.

For reasons of space and to be able to move the side panels with little resistance and to protect the seal arranged between the side windows, at least the rear pane is often guided by means of a web window lifter on a curved path. The rear window is moved away when opening, starting from its closed position initially from the engaged position with the adjacent front window, in particular tilted, and then sunk only in the associated vehicle door or the vehicle body. Conversely, when closed, the rear window often only hits the adjacent front pane shortly before it reaches the closed position, provided that the latter is closed.

That's how it is EP 1 250 239 B1 It is known to initially move the rear window substantially vertically when closing, so that a V-shaped gap opening in the closing direction is maintained between the rear pane and the adjacent front pane. Only when the disc is almost completely closed, the disc is moved horizontally or tilted to close the gap.

Due to the seal friction between the side windows, a moving side window experiences a sudden increase in the variable resistance when it comes to rest on the adjacent side window during the closing operation. As a variable resistor is here and below referred to the force that counteracts the adjustment of the disc in the closing direction. The increase of this variable resistor is usually associated with a corresponding drop in the actuating speed (and thus the speed of the servomotor of the window regulator) and / or an increase in the engine torque (and thus the motor current).

The front disc undergoes such an increase of the variable resistance in particular regularly when it is closed simultaneously with the rear window (for example, after the automatic opening or closing a convertible top), and the rear window reaches the engaged position with the front pane during the closing of the latter.

This discontinuity in the positioning behavior of the windowpane is sometimes misinterpreted by the anti-jamming device associated with the windowlifter as a sign of jamming, so that the windowpane is erroneously stopped or reversed before completion of the closing operation.

The invention has for its object to avoid misrecognition of a Einklemmfalles due to the interaction between two immediately adjacent adjustable windows of a vehicle in a simple, yet effective manner.

With regard to an anti-trapping method, this object is achieved according to the invention by the features of claim 1. With respect to a anti-trapping device, the object is achieved by the features of claim 9. With respect to an adjusting device, the object is achieved by the features of claim 10. Advantageous and partly inventive embodiments and developments of the invention are set forth in the subclaims and the description below.

The anti-pinch method according to the invention is used in a vehicle which has a first window pane and a second window pane directly next to one another. Both window panes are along an adjustment between an open position in which the respective window is lowered completely or partially into the vehicle body or an associated vehicle door, and a closed position in which the respective window is completely closed and the associated window opening completely covered, adjustable. The two windows are also at least in a portion of their adjustment between the open position and the closed position engaged with each other.

According to the method, during a closing movement of the first window pane (ie, when the first window pane is moved in the closing direction), a test variable which is characteristic of the setting resistance of the first window pane is continuously recorded, which thus represents a (qualitative or quantitative) measure for the setting resistance of the first window pane , The test variable is compared with a threshold value assigned to the respective window pane, this threshold value being used for the detection (also: triggering) of a trapping case and, if appropriate, the stopping or reversing of the closing drive.

This threshold value is also referred to below as the "trigger-relevant threshold value".

According to the invention, a setting position of the second window pane is determined during (ie before or during) the closing movement of the first window pane. The trigger-relevant threshold value is set differently depending on the setting position of the second window pane.

In principle, it is conceivable within the scope of the invention to determine the variable resistor as a test variable directly or indirectly via a force measurement. Conveniently, but at least the first window is motorized by means of an electric window adjustable. In this case, a variable which is characteristic of the motor load of the servomotor of the window lifter is preferably used as the test variable, in particular the motor current, the (motor) speed or a variable derived from at least one of these variables.

Preferably, the second window pane is adjustable by motor means of an electric window regulator. In this case, the setting position of the second window pane is preferably determined from a rotation angle by which the motor shaft rotates during the adjustment, that is to say the number of motor shaft rotations during the current or last-performed setting process. In the context of the invention, the angle of rotation can be determined directly (eg by means of a Hall sensor) or indirectly (eg from the motor current).

By "engaged with each other" is here and below understood a state of the two window panes, in which the window panes are in contact with each other via an intermediate seal, so that in the closed position of both panes an ingress of wind and possibly rainwater into the passenger compartment of the window Vehicle is prevented.

The trigger-relevant threshold value is, in particular, a so-called switch-off value whose exceeding by the test variable triggers directly the stopping or reversing of the closing movement. In other words, with such a threshold value, the closing drive is stopped or reversed when the test variable exceeds the threshold value.

In an alternative variant of the invention, the trigger-relevant threshold value is a so-called tracking value, as described, for example, in accordance with FIG DE 20 2005 019 464 U1 used to detect a trapping case. Such a tracking value is defined at a predetermined distance from the previous course of the test variable (for example, a sliding time average over the test variable). Exceeding the tracking value by the test size does not lead directly to the triggering of the measures provided for a jamming security measures. Rather, a turn-off value is defined in this case or a previously variably predetermined cut-off value is kept constant. Only when the test size also exceeds this cut-off value, the closing movement is stopped or reversed. The tracking value is in this case chosen such that it is in each case at a distance between the previous course of the test size and the Abschaltwert. In addition to the tracking value, in the case of this method variant, the switch-off value can also be predetermined differently depending on the steep position of the second window pane.

The anti-pinching method according to the invention makes it possible to take into account the stiffness of the first window pane in the anti-pinching method caused by the abutment of the second window pane. In this way, a misrecognition of a trapping case and thus an unfounded stopping or reversing the closing movement can be effectively prevented.

The anti-jamming method can be applied both to the front side window (front side) and to the rear side window (rear window) of a vehicle, in particular a convertible or coupe. Accordingly, the "first" window pane in the sense of the method is either the front pane or the rear pane. The "second" window pane in the sense of the method is the respective other window pane, ie the rear pane (if the anti-trap protection is applied to the front pane) or the front pane (if the anti-trap protection is applied to the rear pane). In particular, the method according to the invention can also be applied to all side windows in one and the same vehicle, wherein the setting position of the adjacent rear pane is taken into account during each closing movement of a front pane, and the setting position of the adjacent front pane is taken into account during each closing movement of a rear pane.

In a particularly simple embodiment of the method, the setting position of the second window pane is determined only once at the beginning of the closing movement of the first window pane. The trigger-relevant threshold value assigned to the first window pane is set once at the beginning of the closing drive as a function of this setting position and kept constant during the closing drive. In a preferred embodiment of the method, however, during the closing movement of the first window pane, the setting position of the second window pane is continuously determined and the threshold value is adapted to the respective current value of this setting position. In particular, the threshold value is changed during the closing movement of the first window pane, if at the same time the second window pane is also adjusted.

Preferably, the trigger-relevant threshold value is set in such a way that at a steep position of the second window pane, in which the two window panes can engage with each other (and thus also engage with corresponding setting position of the first window pane), a higher setting resistance of the first window pane without detection of a Einklemmfalls is tolerated than at a parking position of the second window, in which the windows can not be engaged with each other.

In a simple embodiment of the method, the threshold value is switched only in binary (single-level) between two value levels. In a more refined embodiment of the method, however, the threshold value is changed continuously or in several stages in order to differentiate the binding of the first window pane caused by the second window pane as a function of the setting position of the second window pane.

The triggering relevant threshold value for the first window pane can be varied within the scope of the invention exclusively as a function of the setting position of the second window pane. Preferably, however, this threshold value is additionally dependent on the setting position of the first window pane. Thus, the threshold value can be defined variably within the scope of the invention, in particular as a function of the ratio or the difference between the setting positions of the first window pane and the second window pane.

The method according to the invention is used in particular when, during a common closing operation, the first window pane and the second window pane are simultaneously moved in the direction of their respective closed position.

The anti-pinch device according to the invention serves to detect a trapping case when closing a (in the meaning of the preceding embodiments "first") window of a vehicle, which can be engaged at least in a partial area of their adjustment with a second adjustable window. According to the invention, the anti-trap device is set up in terms of circuitry and / or program technology to automatically carry out the anti-pinch method described above.

The anti-trap device is formed in particular by a microcontroller, in which the anti-trap method according to the invention is implemented by a control program by software. The anti-trap device may alternatively be formed within the scope of the invention but also by a non-programmable hardware component, for example by a so-called ASIC, through which the inventive method is executed as a result of its circuitry.

The adjusting device according to the invention serves to adjust a first window pane of a vehicle, wherein the first window pane can engage a second adjustable window pane at least in a partial region of its displacement path. The adjusting device comprises a servomotor and an actuating mechanism, via which the servomotor is coupled to the first window pane for the adjustment thereof. The adjusting device according to the invention further comprises an anti-pinching device of the type described above for carrying out the anti-pinching method described above.

In an expedient embodiment variant, the adjusting device comprises a first window regulator for the first window pane, which comprises a first servomotor and a first adjusting mechanism, a second window regulator for the second window pane, which comprises a second servomotor and a second adjusting mechanism, and common control unit, via both Windows are controlled. In particular, the control unit is a microcontroller in which the anti-pinch device is implementably implemented in the form of software. In particular, at least one of the windows is a so-called web-guided window regulator, by means of which one of the window panes, in particular the rear window of a cabriolet or coupe, is guided on a non-linear path.

Embodiments of the invention will be explained in more detail with reference to a drawing. Show:

1 to 3 in schematic side view in each case a detail of a motor vehicle with two side windows, namely a front pane and a rear pane, and with an adjusting device, wherein the side windows are each shown in different parking positions, and

4 and 5 in each case in a schematic diagram, a plot of the engine load against the positioning position of the front disk in two alternative embodiments of an anti-pinch method carried out by the adjusting device.

Corresponding parts are always provided with the same reference numerals in all figures.

In 1 to 3 is in each case a section of a side of a motor vehicle, in particular a convertible 1 with open (not shown) hood, shown. In a body 2 of the convertible 1 is a (vehicle) door on each side 3 with a retractable front disc 4 admitted. In the direction of travel 5 seen behind the front screen 4 one in the body 2 retractable rear window 6 arranged. At a front edge 7 the rear window 6 is a seal 8th attached in a (in 1 shown) closed position 9 the front disk 4 and the rear window 6 a trailing edge 10 the front disk 4 covered. The front disc 4 and the rear window 6 are thus due to a missing in convertibles B-pillar directly (ie only by the seal 8th separated) to each other.

For adjustment of the front screen 4 and the rear window 6 includes the convertible 1 an actuator 11 , The adjusting device 11 points to one of the front disc 4 associated window regulator 12 and one of the rear window 6 associated window regulator 13 on. The windows 12 and 13 each include a servomotor 14 respectively. 15 that have an adjusting mechanism 16 respectively. 17 for transmitting a force with the front disc 4 or the rear disc 6 are coupled. About the respective windows 12 and 13 are the front disk 4 and the rear window 6 independently between the closed position 9 and an open position (not shown) along an associated adjustment path x _V or x _F displaceable. In the open position are the front disc 4 and the rear window 6 completely in the door 3 or the body 2 sunk.

At the window 13 for the rear window 6 it is a so-called web-guided window regulator. As a result of the web guide is the rear disc 6 along its displacement x _F not guided on a linear path. Rather, the rear disc 6 when opening from the closed position 9 first in its disk plane from the front disk 4 swung away against the direction of travel and only then moved downwards in the direction of the open position. When closing the rear window 6 The described phases of motion take place in reverse order. The rear window 6 is therefore first raised and then in the closed position 9 pivoted back.

The adjusting device 11 further comprises a control unit 20 to the adjustment movements of the front disc 4 and / or the rear window 6 to control. For monitoring a closing movement of the front screen 4 and a closing drive of the rear window 6 on a trapping case is in the control unit 20 an anti-trap device (hereafter short: an anti-trap 21 ) integrated. Preferably, the control unit 20 designed as a microcontroller on which the anti-trap 21 implemented as a software module executable. One of the anti-trap 21 to be recognized "trapping" is present when a body part or an object between the closing front disc 4 or the closing rear window 6 and the vehicle roof or top clamps.

In operation of the actuator 11 transmits the control unit 20 an actuating signal S _V to the servomotor 14 and / or a control signal S _F to the servomotor 15 , During the adjustment, the control unit 20 from the respective servomotor 14 respectively. 15 supplied to a rotational angle φ _V and φ _{F of} the motor shaft characteristic (voltage) signal. The angle of rotation φ _V or φ _F is determined directly, for example, by means of a Hall sensor or determined indirectly from the motor current. The control unit 11 calculated from the rotation angle φ _V and φ _F respectively a Stellpositionsistwert x _VI and x _FI , which is the adjustment position of the front disc 4 or the rear disc 6 along the displacement x _V or x _F indicates. Furthermore, the control unit calculates 11 as a characteristic test variable for the engine load of the servomotor 14 respectively. 15 from the rotation angle φ _V and φ _F, the motor torque Mv, M _f (or alternatively the speed) of the respective servomotor 14 respectively. 15 ,

During the closing drive of the front window 4 or the rear disc 6 gives the anti-trap 21 a threshold value G _V or G _F for the engine torque M _V and M _F before. In a simple version of the anti-trap protection 21 compares the anti-trap 21 the engine torque M _V , M _F with the respective threshold value G _V or G _F and stops or reverses when exceeding the threshold value G _V or G _F, the closing movement of the front window 4 or the rear disc 6 ,

In the event that the rear disc 6 during the closing drive of the front window 4 is pivoted to this, it comes at the closing of the front window 4 to a sudden increase in the engine torque M _V due to the increased friction between the front disc 4 and the seal 8th ,

In order to prevent that this increase in the engine torque M _V leads to an unwanted exceeding of the threshold value G _V and thus to stop or reverse the closing drive, is the anti-trap 21 adapted to the threshold value G _V during the closing movement of the front window 4 depending on the actuating position actual value x _{FI of} the rear disc 6 adapt. Decisive for the adaptation of the threshold value G _V is a designated as engagement start position x _FES and in 3 illustrated parking position of the rear window 6 , In the engagement start position x _FES is the rear disc 6 as far as the front window 4 pivoted that trailing edge 10 the front disk 4 with the seal 8th just comes in contact.

In 4 is shown in a simplified representation in a diagram of the normal course of the engine torque M _V over the Stellpositionsistwert x _VI . According to 4 shows the motor torque M _V in a start-up phase P _VA a transient response.

Unless the front window 4 during the entire closing trip without contact to the rear window 6 is shifted, the motor torque M _V remains almost constant in a subsequent to the startup phase P _VA stationary phase P _V1 . The corresponding course of the engine torque M _V is in 4 entered as dash-dotted curve M _V1 . If, on the other hand, the front screen 4 during the entire closing drive with the rear window 6 is in contact, the stationary phase P _V1 does not occur. Rather, the motor torque M _{V increases} in this case after the end of the startup phase P _VA in a contact phase P _V2 with increasing Stellpositionsistwert x _VI . The front disc 4 So is due to the increasing friction surface with the rear disc 6 and the seal 8th the more difficult it is, the farther it is closed. The corresponding course of the engine torque M _V is in 4 entered as a dash-dotted curve M _V2 .

When simultaneously closing the front window 4 and the rear window 6 the stationary phase P _V1 goes into the contact phase P _V2 , as soon as the rear window 6 the engagement start position x _FES reaches and thus a contact between the front disk 4 and the rear window 6 will be produced. The engine torque M _V increases abruptly at this point and changes from the curve corresponding to the curve M _V1 to a curve corresponding to the curve M _V2 . The corresponding course of the engine torque M _V is in 4 entered as a solid curve M _V3 .

The jump described above in the course of the engine torque M _V depends only on the Stellpositionsistwert x _FI the rear wheel 6 from. This jump can therefore - depending on the relative movement of the discs 4 and 6 - At different actuating position actual values X _{VI of} the front plate 4 respectively. As 4 can be seen, the jump of the engine torque M _{V is} regularly associated with a certain overshoot. In other words, the engine torque M _V temporarily oscillates at the transition beyond the values corresponding to the curve M _V2 .

In order to avoid misrecognition of a trapping case - especially in the area of the described overshoot - compares the anti-trap 21 while closing the front window 4 consecutively the actuating position actual value x _{FI of} the rear disc 6 with a stored value for the engagement start position x _FES . As soon as the actuating position actual value x _FI exceeds this value (x _FI > x _FES ), the anti-jamming protection increases 21 the threshold G _V - as out 4 recognizable - by a constant offset value. To improve the functional safety of the anti-trap protection 21 this is optionally provided that the anti-trap 21 the threshold value G _{V is} already increased at a value of the actuating position actual value x _{FI which} falls below the engagement start position x _FES by a predetermined safety distance. The front disc 4 assigned threshold G _V is in this example thus exclusively of the Stellpositionsistwert x _FI the rear wheel 6 dependent (G _V = G _V (x _FI )).

The above-described anti-jamming method is terminated when the manipulated position actual value x _{VI of} the front disk 4 exceeds a limit value X _VE , in which - due to too small a distance to the window seal - no jamming case can occur. If the limit value X _VE is exceeded, the distance between the upper edge of the front screen is 4 to the upper window seal - in the case of a convertible with the top down - for example, less than 4 mm.

In a refined embodiment of the anti-trap varies 21 the threshold value G _V according to 5 in the contact phase P _V2 (ie for x _FI > x _FES ) continuously as a function of the actuating position actual value x _FI and the actuating position actual value x _VI , for example according to a linear dependence:

For the parameters a, b and c of Eq. 1 are constants that in the anti-trap 21 are deposited and the manufacturer are adjustable.

The object of the invention is not limited to the embodiments described above. Rather, other embodiments of the invention may be derived by those skilled in the art from the foregoing description

For example, the anti-trap 21 in the context of the invention be set up, alternatively or in addition to the threshold value G _V (the function of which represents a pure cut-off value) to vary a tracking value as a function of Stellpositionsistwert x _FI .

LIST OF REFERENCE NUMBERS

1

Convertible

2

body

3

(Vehicle) door

4

front window

5

direction of travel

6

rear window

7

leading edge

8th

poetry

9

closed position

10

trailing edge

11

locking device

12

power windows

13

power windows

14

servomotor

15

servomotor

16

actuating mechanism

17

actuating mechanism

20

control unit

21

pinch

x _V , x _F

adjustment

S _V , S _F

actuating signal

φ _V , φ _F

angle of rotation

x _VI , x _FI

Stellpositionsistwert

x _FES

Engagement start position

M _V , M _F

engine torque

M _V1 -M _V3

Curve

G _V , G _F

threshold

P _VA

start-up phase

P _V1

stationary phase

P _V2

contact phase

x _VE

limit

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 1250239 B1 [0005]
• DE 202005019464 U1 [0019]

Claims (10)

Anti-jamming method for a vehicle ( 1 ) with a first window pane ( 4 ; 6 ) and a second window pane ( 6 ; 4 ), whereby both window panes ( 4 . 6 ) along an adjustment path (x _V , x _F ) between an open position and a closed position ( 9 ) are adjustable and at least in a partial region of the adjustment (x _V , x _F ) are engaged with each other, wherein during a closing movement of the first window pane ( 4 ; 6 ) continuously one for the variable resistor of this first window pane ( 4 ; 6 ) characteristic test variable (M _V , M _F ) is detected and compared with an associated threshold value (G _V , G _F ), which is used for the detection of a trapping case in which the closing drive is stopped or reversed, characterized in that - during the closing movement of the first window pane ( 4 ; 6 ) a steep position (x _VI , x _FI ) of the second window pane ( 6 ; 4 ), and - that the threshold value (G _V , G _F ) is dependent on the determined positioning position (x _VI , x _FI ) of the second window pane ( 6 ; 4 ) is given differently. An anti-jamming method according to claim 1, characterized in that during the closing movement of the first window pane ( 4 ; 6 ) the positioning position (x _VI , x _FI ) of the second window pane ( 6 ; 4 ) is determined continuously and that the threshold value (G _V , G _F ) during the closing operation in dependence on the setting position (x _VI , x _FI ) of the second window pane ( 6 ; 4 ) is changed. An anti-jamming method according to claim 1 or 2, characterized in that the threshold value (G _V , G _F ) is predetermined in such a way that at a position (x _VI , x _FI ) of the second window pane ( 6 ; 4 ), in which the window panes ( 4 ; 6 ) can engage with each other, a higher control resistance of the first window pane ( 4 ; 6 ) is tolerated without detection of a trapping case than at a position (x _VI , x _FI ) of the second window pane ( 6 ; 4 ), in which the window panes ( 4 . 6 ) can not engage with each other. An anti-jamming method according to claim 3, characterized in that the threshold value (G _V ) in dependence of the setting position (x _VI , x _FI ) of the second window pane ( 6 ; 4 ) is changed continuously or in several stages. An anti-jamming method according to one of claims 1 to 4, characterized in that the threshold value (G _V , G _F ) is a shutdown value at which, when exceeded by the test variable (M _V , M _F ), the closing movement is stopped or reversed. An anti-jamming method according to one of claims 1 to 4, characterized in that the threshold value (G _V , G _F ) is a tracking value which, if exceeded by the test variable (M _V , M _F ), predetermines or keeps constant a shutdown value, if exceeded by the test variable (M _V , M _F ) the closing drive is stopped or reversed. Anti-trap method according to one of Claims 1 to 6, characterized in that the threshold value (G _V , G _F ) additionally depends on the determined setting position (x _FI , x _VI ) of the first window pane ( 6 ; 4 ) is given differently. Crushing protection method according to one of claims 1 to 7, characterized in that during the closing drive the first window pane ( 4 ; 6 ) and the second window pane ( 6 ; 4 ) are moved simultaneously. Anti-trap device ( 21 ) for a first window pane ( 4 ; 6 ) of a vehicle ( 1 ) along an adjustment path (x _V , x _F ) between an open position and a closed position ( 9 ) is adjustable and at least in a portion of its displacement (x _V , x _F ) with a second adjustable window pane ( 6 ; 4 ), characterized in that the anti-trap device ( 21 ) is arranged for automatically carrying out the anti-pinch method according to one of claims 1 to 8. Adjusting device ( 11 ) for adjusting a first window pane ( 4 ; 6 ) of a vehicle ( 1 ), with a servomotor ( 14 . 15 ) and an actuating mechanism ( 16 . 17 ), over which the servomotor ( 14 . 15 ) with the first window pane ( 4 . 6 ), wherein the first window pane ( 4 ; 6 ) at least in a partial region of its displacement (x _V , x _F ) with a second adjustable window pane ( 6 ; 4 ), characterized in that the adjusting device ( 11 ) a jamming protection device ( 21 ) according to claim 9.

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