DE102018120553A1 - Control element for a component movably attached to a motor vehicle body - Google Patents

Abstract

The invention relates to an actuating element (1) for a component movably attached to a motor vehicle body (25), the actuating element (1) being able to be arranged between the body (25) and the movable component in such a way that a relative movement is achieved by means of the actuating element (1) can be generated between the body (25) and the movable component, with an electric drive (2), a transmission (5) connected downstream of the electric drive (2) and a control unit (23), the control unit (23) having at least one sensor (21, 22) for detecting an operating position of the actuating element (1) cooperates and wherein the gear (5) has an output shaft (18) and torsion of the output shaft (18) can be detected directly by means of the sensor (21, 22).

Description

The invention relates to an actuating element for a component movably attached to a motor vehicle body, in particular a folding door or flap, the actuating element being able to be arranged between the body and the movable component such that a relative movement between the body and the movable component can be generated by means of the actuating element. with an electric drive, a transmission connected downstream of the electric drive and a control unit, the control unit interacting with at least one sensor for detecting an operating position of the actuating element.

In order to increase the comfort in a motor vehicle, more and more assistance systems are being built into the motor vehicle today, which facilitate operation of the motor vehicle and support the operator in handling the motor vehicle. For example, it is known that motor vehicles are controlled by means of a radio remote control, for example to lock the vehicle and / or to automatically open a tailgate, for example. Systems for independently opening a door or continuously locking a door have also become known.

For example, the DE 10 2009 041 499 A1 an actuator with which a position of a component movably attached to the motor vehicle can be locked. The publication discloses, for example, an actuator which is arranged on a tether of a motor vehicle door and which enables a stepless locking, that is to say locking of the moving component, by means of a transmission and a braking device. A brake element interacts with an additional module to securely lock the door position, the additional module including a wrap spring clutch that can be activated by means of an electric drive.

From the DE 10 2009 006 948 B4 has become known a drive device with which a door or flap can be opened or closed automatically. For this purpose, an electric motor is connected to a transmission, the transmission being connected to a rack via a multi-plate clutch, so that a relative movement between a movable component and the motor vehicle body can be achieved. The multi-plate clutch interacts with the electric drive and a back sleeve in such a way that the drive torque can be varied over the travel path of the drive device. It is thus possible to provide an increasing force when the door is opened, so that the door or flap can be held securely. In the closing process itself, the drive device has a very low force, so that the door can be moved manually shortly before the closed position.

From the DE 10 2016 211 777 A1 A vehicle door arrangement with a vehicle door pivotably arranged on a vehicle body, a drive motor for electromotive adjustment of the vehicle door, a tether for establishing a flow of force between the vehicle door and the vehicle body has become known in order to adjust the vehicle door relative to the vehicle body. It is also known from the document to use different signals in the vehicle door arrangement to infer a torsion in the drive chain or the power flow in the drive chain. A comparison measurement is carried out, which compares a rotational speed of the motor with an inductive or capacitive sensor signal in the drive chain, for example. In other words, by means of the comparative measurement of the sensor signals, an indication is determined that indicates a different rotary movement, so that a torsion can be determined.

The known state of the art cannot convince in all points. In particular, the known state of the art does not immediately ensure that comfortable operation of the movable component can be achieved. In addition, the known drive systems or control elements are sometimes structurally complex. This is where the invention comes in.

The object of the invention is to provide an improved adjusting element with which increased comfort for the user can be made possible. In addition, it is an object of the invention to provide a structurally simple actuating element or a device for a component that is movably arranged on the motor vehicle.

The object is achieved by the features of independent claim 1. Advantageous embodiments of the invention are specified in the subclaims. It is pointed out that the exemplary embodiments described below are not restrictive; rather, any possible variations of the features described in the description and the subclaims are possible.

According to claim 1, the object of the invention is achieved in that an actuating element for a movably attached to a motor vehicle body component, in particular a door or flap, is provided, the actuating element being arranged between the body and the movable component in such a way that by means of the Actuating element, a relative movement between the body and the movable component can be influenced, with at least one actuator, wherein a force can be applied to the movable component by means of the actuator, with a control unit, the Control unit interacts with at least one sensor for detecting an operating position of the actuating element and an output shaft is provided, and a torsion of the output shaft can be detected directly by means of the sensor. Due to the inventive construction of the control element with an output shaft and a sensor that detects a torsion of the output shaft, a torsion of the output shaft can now be determined directly, whereby a reliable detection of the operating position of the control element is possible. The torsion of the output shaft is measured directly on the output shaft, which in turn can be concluded directly from an actuating force. The control unit can directly record the torsion signal. The output shaft is operatively connected to the actuator, so that the actuator acts on the output shaft, that is, can exert a force. Accordingly, the force acting on the shaft can be measured by means of the sensors and the torsion determined thereby. The control unit evaluates the measurement signals and is connected to the actuator in terms of signal technology, so that as a result of the torsion determined, the force acting on the output shaft by the actuator can be controlled and / or regulated.

In contrast to the known prior art, in which an indication of a movement can only be calculated by evaluating several measurement signals at different positions of an actuator, the force exerted, in particular the actuating force in the area between the movable component and Body are closed. The output shaft can be directly connected to a guide lever, such as a tether, in the motor vehicle, so that the output shaft and in particular the torsion of the output shaft represent a measure of the mobility of the component arranged on the motor vehicle. A sensor for detecting a torsion of a shaft is, for example, a strain gauge which can be arranged or fastened, for example, directly on the output shaft. The output shaft is preferably connected directly to a guide lever, such as a tether, so that the output shaft can directly generate the relative movement between the movable component and the body. The drive motor and / or clutch and / or transmission are connected upstream of the output shaft, so that a drive chain and a corresponding torque curve or force curve are initialized by the motor and can be transmitted to the output shaft and the guide lever via the clutch and the transmission.

The actuating element according to the invention can be used wherever components arranged on the motor vehicle so as to be pivotable or displaceable are arranged. An opening movement and / or holding position of the movable component can thus be initiated and / or assumed by means of the adjusting element. Doors, flaps, hoods, sliding doors and / or covers are to be mentioned as movable components, for example, all of these components of the motor vehicle which are arranged movably on the motor vehicle or the motor vehicle body. A relative movement between the body and the movable component can be produced by means of the adjusting element, wherein the adjusting element can be arranged on the motor vehicle body or the movable component itself.

The actuating element has an electric drive, in particular an electric motor, which interacts with a downstream transmission and / or a clutch. The gear preferably has one or more gear stages, which can be designed, for example, as spur gear teeth and / or as a gear segment. The actuating element can also be referred to as an actuating device, which always means a device for driving a component that is movably arranged on the motor vehicle. The terms can thus be understood as synonyms in the sense of the invention.

The control unit present in the motor vehicle can serve as the control unit and can simultaneously serve to control and / or regulate the actuating element. The control unit can be used to record sensor signals, such as the engine speed or the current consumption of the engine. If, for example, the speed of the motor is detected, an operating position, that is to say for example the pivoting angle of a driven door, can be determined via the speed of the motor and the known gear ratio. To reliably detect a movement of the movable component, the actuating element according to the invention has a sensor for detecting the torsion of the output shaft. The output shaft is connected downstream of the electric motor and the clutch or the transmission, so that malfunctions or faults in the upstream drive chain, that is to say the motor or the transmission or the clutch, are independent of the detection of the torsion of the output shaft. Here is a decisive advantage of the invention, the torsion on the output shaft, which is directly in engagement with a guide lever, provides an immediate signal for a movement of the movable component and is independent of the upstream drive.

Furthermore, the control element has an actuator, wherein the actuator can at least indirectly apply a force to the movable component. The actuator can thus work, for example, as a brake or clutch. Accordingly, a movement of the movable part can at least braked, in particular stopped and / or held at any position. In addition, the actuator can apply a force to the output shaft such that the actuating force can be influenced for the moving part. Accordingly, the operating comfort / feeling for the user can be adjusted. The actuator can advantageously be designed as a magnetorheological actuator (MRF clutch / MRF brake).

The control element can have an electric drive, in particular an electric motor, which interacts with a downstream transmission and / or a clutch. The gear preferably has one or more gear stages, which can be designed, for example, as spur gear teeth and / or as a gear segment. The movable part can be moved and / or braked by means of the drive. The movable part can be moved / pivoted at least in sections from the closed position to the open position and / or vice versa.

In an embodiment variant of the invention, the output shaft interacts with a guide lever, a relative movement between the movable component and the body being able to be generated by means of the guide lever. The direct drive of the guide lever offers the possibility of immediate detection of a movement, for example a flap. The guide lever can be pivotally attached to the body, so that the guide lever can follow the movement of the flap during the drive. With regard to motor vehicle doors which are pivotally attached to the motor vehicle, the guide lever is also referred to as a tether. If, during the driving of the door, for example, the door is prevented from moving, a force is introduced into the output shaft on one side via the guide lever, namely where the output shaft is in engagement with the guide lever. On the drive side, the output shaft is directly engaged with, for example, the transmission, whereby a drive torque is introduced into the output shaft at a distance from the guide lever in the output shaft. The sensor for detecting the torsion can be designed, for example, as a strain gauge and can be attached or arranged between the guide lever and the point of engagement of the transmission on the output shaft. It is therefore possible to directly record the torsion in the output shaft. The construction according to the invention thus makes it possible to reliably detect an obstruction to the movement of the movable component.

If the output shaft can be driven by means of a gearwheel segment, a further embodiment variant of the invention results. By using a gear segment, on the one hand a gear stage can be realized and on the other hand it is possible to introduce large moments into the output shaft via the dimensioning of the gear segment. In this way, a sufficient torque can advantageously be achieved, for example, to achieve a door even in extreme situations, as can occur, for example, in a vehicle parked on a slope, and on the other hand, a gearwheel segment can be installed in the actuating element to save space.

It can also be advantageous if the output shaft moves the guide lever by means of a drive lever. In particular, a combination of a guide lever and a gear segment makes it possible to provide large moments in order to enable a safe movement or movement of the movable component on the motor vehicle. In addition, a drive lever can be used to set travel paths or adjustment paths of the guide lever so that an angular movement of the movable component can be influenced as a result.

Another embodiment of the invention is obtained when two sensors, in particular two rotation angle sensors, are arranged directly and at different axial ends of the output shaft. On the one hand, the use of rotary angle sensors naturally enables the detection of a rotary movement, so that a safe signal for the movement of the guide lever is also available at a distance from the motor and a rotary encoder optionally arranged on the motor, with which a rotary movement of the motor can be detected. A movement of the guide lever can be determined on the one hand by means of the angle of rotation sensor, but it is also possible to recognize a direction of rotation so that not only position but also a direction of rotation can be detected. This can be advantageous, for example, if, for example, an operator applies a force to the component that is movably attached to the motor vehicle and, for example, counter to the drive direction. In this case, the rotation angle sensor can immediately detect a movement, as a result of which the control unit is able to initiate suitable countermeasures. It is conceivable, for example, to switch off the engine, brake by means of the engine, disengage the clutch or drive in an opposite direction.

In addition to the aforementioned advantages of using the rotation angle sensors, there is also the possibility of detecting torsion in the output shaft by means of the rotation angle sensors and their advantageous arrangement at the axial ends of the output shaft. By braking the movable component on the motor vehicle, movement of the output shaft is prevented, whereas the drive is momentarily introduced into the output shaft. The torsion of the output shaft can be detected by means of the rotation angle sensors, so that suitable countermeasures such as uncoupling or braking of the drive can be initiated.

If the drive lever and the gearwheel segment are advantageously arranged on the output shaft and between the two sensors, a further embodiment variant of the invention results. A maximum torsion of the output shaft is recorded at the axial ends of the output shaft. By arranging the preferred angle of rotation sensors at the axial ends of the output shaft and arranging the drive or output elements on the output shaft and between the sensors, it is thus possible to achieve a maximum degree of security when detecting the torsion in the output shaft.

If the output shaft extends beyond at least one connection area of the drive lever and / or the gear segment, a further advantageous embodiment of the invention can be achieved. By extending the output shaft beyond the connection area or areas of the drive lever and / or an engagement area of the transmission, an improved detection of a torsion of the output shaft can be achieved. This results in constructive advantages in the arrangement of the sensors and, at the same time, the extension of the output shaft beyond the connection areas of the drive or output means also serves the advantage of reliable detection of the torsion in the output shaft.

A torsion of the output shaft can be determined in combination with the sensor data, in particular by a torsional stiffness of the output shaft stored in the control unit. Here, on the one hand, a permanent torque can be determined by measuring the rotation of the output shaft, or an external torque can be determined by measuring an angle of the output shaft at different times. In the case of permanent torque determination, a torque can be determined by means of a permanent measurement of the two angle of rotation sensors, which enables the torsional stiffness to be recorded or determined directly. To determine an external torque, an angle of the output shaft is measured at different times. A first rotation angle sensor is permanently measured, and the measurement results are saved as soon as the movable component is held. The saved value is now constant as long as the moving component is not moving. The torsion can in turn be calculated by the torque applied to the output shaft, the torque resulting from the product of the torsional stiffness and the difference between the measurement signals from the sensors. Likewise, when determining the permanent torque, the moment can result from the product of the torsional stiffness and the difference between the permanently measured signals from the rotation angle sensors.

An optical measuring method for determining the torsion on the output shaft can also advantageously be used. Incremental encoders, for example, can be named as optical measuring methods, which in turn can be arranged at the opposite axial ends of the output shaft. The invention is consequently not tied to the use of a specific sensor, strain gauges, angles or rotation angle sensors or incremental encoders being mentioned here by way of example. It is essential for the invention that a direct detection of the torsion on the output shaft can be detected, so that a reliable detection of an operating position of the movable component is possible.

The invention is explained in more detail below with reference to the accompanying drawings. However, the principle applies that the exemplary embodiments shown in the drawings do not limit the invention, but merely represent advantageous embodiments. The features shown can be carried out individually or in combination with other features of the description as well as the patent claims individually or in combination.

• 1 eine dreidimensionale Ansicht auf eine Stellelement für ein Kraftfahrzeug, insbesondere einen Türaufsteller, wobei das Gehäuse lediglich bereichsweise wiedergegeben ist und
• 2 eine Ansicht auf das Stellelement in einer dreidimensionalen Ansicht mit einer Ansicht auf eine freigelegte Abtriebswelle zwischen einem Zahnradsegment und einem Antriebshebel.

It shows:

• 1 a three-dimensional view of an actuating element for a motor vehicle, in particular a door opener, the housing being shown only in regions and
• 2 a view of the actuating element in a three-dimensional view with a view of an exposed output shaft between a gear segment and a drive lever.

In the 1 is an actuator 1 in a three-dimensional view and only without the control element 1 enclosing housing reproduced. The actuator 1 has an electric drive 2 , a carrier plate 3 , a tether 4 , a gear 5 , a first spring element 6 and a second spring element 7 on. The second spring element 7 is one-sided with a mounting plate 8th and the mounting plate 8th opposite with a guide lever 9 connected. The guide lever 9 in turn is pivotable with the tether 4 coupled.

The electric drive unit 2 acts via a gear 5 and in particular by means of a gear 10 with a gear segment 11 together. The gear segment 11 again is across an axis 12 non-rotating with a drive lever 13 connected. On the drive lever 13 acts the first spring means 6 , Here is the first spring element 6 formed as a leg spring, with a first leg 14 at a stop 15 the support plate rests and a second leg 16 with the drive lever 13 is engaged. The leg spring 6 is thus able to exert a force on the drive lever 13 exercise. The power of the leg spring 6 is aligned such that the leg spring moves the tether 4 from the mounting plate 8th out in the direction of the arrow P supported. The drive lever 13 is about an axis 17 swiveling with the tether 4 and the guide lever 9 connected. The axis 17 thus has a double function. On the one hand, by means of the axis 17 the guide lever 9 positioned and held and at the same time forms the axis 17 a pivoting storage for the tether 4 and the drive lever 13 , In addition, the 1 a downstream actuator 29 , The actuator can be designed, for example, as a brake or clutch.

In the 2 is an actuator 1 in a further embodiment in a three-dimensional view and without covering housing parts, the carrier plate 3 , the spring element 6 and the mounting plate 8th played. It can be seen that the drive shaft 18 is partially toothed, so that a secure connection to the drive lever 13 and the gear segment 11 is made possible. At the axial ends 19 . 20 the output shaft 18 are sensors 21 . 22 arranged. The sensors 21 . 22 are connected to a control unit via plugs 23 connected to the motor vehicle. contacts 24 on the electric drive 2 are also with the control unit 23 in connection and can for example send a signal from an encoder to the control unit 23 hand off.

Now using the electric drive 2 one moment M in the gear segment 11 initiated, so the output shaft 18 moves, which also causes the drive lever 13 is pivoted. The drive lever 13 stands with the adjusting means 4 in operative connection, so that a relative movement with respect to a body 25 is achievable. Thus the control element 1 relative to fixed body 25 emotional. The actuator 1 is firmly connected to a door, for example, so that via the electric drive 2 , The gear 5 and especially via the output shaft 18 a force or a moment M in the drive lever 13 can be initiated, whereby the door relative to the body 25 is movable.

If the door movement is blocked, the control element 1 or the door is not moved further, the electric drive conducts 2 still a moment M in the gear segment 11 on. The gear segment 11 directs a moment in the direction of the arrow M in the 2 clockwise into the gear segment 11 on. Movement of the door is blocked by, for example, an operator of the door, so that the actuating means 4 a counterforce to the moment M on the drive lever 13 acts. The output shaft 18 is consequently in an area between a tying area 26 . 27 of the gear segment 11 and the drive lever 13 twisted. This torsion can be adjusted using the rotary encoder 21 . 22 be recorded. The direct detection of the torsion in the output shaft 18 enables errors from the drive train based on the engine, clutch and / or gearbox and / or gearwheel segment not to flow into the sensor signals as measured variable errors. A safe detection of the blocking of the movement of the door can thus be carried out. Blocking the movement of the door or flap is therefore very safe and independent of that of the output shaft 18 upstream drive chain possible.

The output shaft advantageously has 18 an extension 28 on that over the tethering area 26 of the gear segment 11 protrudes. Through this extension 28 is a reliable detection of the torsion in the direction of a longitudinal extension along the axis A the output shaft 18 ermöglichbar.

LIST OF REFERENCE NUMBERS

1

actuator

2

electric drive

3

support plate

4

Tether, adjusting means

5

transmission

6

first spring element

7

second spring element

8th

mounting plate

9

guide lever

10

gear

11

gear segment

12, 17

axis

13

drive lever

14

first leg

15

attack

16

second lever

18

output shaft

19, 20

axial end

21, 22

Rotation angle sensor

23

control unit

24

contacts

25

body

26, 27

Anbindebereich

28

renewal

29

actuator

M

moment

F

force

A

axis

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included 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.

Patent literature cited

• DE 102009041499 A1 [0003]
• DE 102009006948 B4 [0004]
• DE 102016211777 A1 [0005]

Claims (11)

Actuating element (1) for a component that is movably attached to a motor vehicle body (25), in particular a door or flap, the actuating element (1) being able to be arranged between the body (25) and the moving component such that an actuating element (1) Relative movement between the body (25) and the movable component can be influenced with at least one actuator (29), a force being able to be applied to the movable part by means of the actuator (29) and a control unit (23), the control unit (23) with at least one sensor (21, 22) cooperates to detect an operating position of the actuating element (1), characterized in that an output shaft (18) is provided for the movable component and that the sensor (21, 22) directly torsions the output shaft ( 18) is detectable. Control element (1) after Claim 1 , characterized in that the actuator (29) is designed as a brake or clutch. Control element (1) after Claim 1 or 2 , characterized in that an electric drive (2), in particular with a downstream transmission, is provided and interacts with the output shaft (18), whereby a relative movement of the movable component can be generated. Control element (1) according to one of the Claims 1 to 3 , characterized in that the output shaft (18) interacts with an adjusting means (4), wherein a relative movement between the movable component and the body (25) can be generated by means of the adjusting means (4) Control element (1) according to one of the Claims 1 to 4 , characterized in that the output shaft (18) can be driven by means of a gear segment (11). Control element (1) according to one of the Claims 1 to 5 , characterized in that the output shaft (18) moves the actuating means (4) by means of a drive lever (13). Control element (1) according to one of the Claims 1 to 6 , characterized in that two sensors (21, 22), in particular two rotation angle sensors (21, 22), are arranged directly and at different axial ends (19, 20) of the output shaft (18). Control element (1) according to one of the Claims 1 to 7 , characterized in that the drive lever (13) and the gear segment (11) on the output shaft (18) and between the sensors (21, 22) are arranged. Control element (1) according to one of the Claims 1 to 8th , characterized in that the output shaft (18) extends beyond at least one connecting region (26, 27) of the drive lever (13) and / or the gear segment (11). Control element (1) according to one of the Claims 1 to 9 , characterized in that a torsion of the output shaft (18) can be determined by means of the control unit (23) and a torsional rigidity of the output shaft (18) stored in the control unit (23). Control element (1) according to one of the Claims 1 to 10 , characterized in that at least one sensor is designed as an optical sensor, in particular an incremental encoder, for detecting the torsion.

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