DE102018218777A1 - Vehicle door arrangement with a sensor device for recognizing an operating request - Google Patents

Abstract

A vehicle door arrangement comprises a vehicle door (11) pivotably arranged on a vehicle body (10), a force transmission device (2) for establishing a flow of force between the vehicle door (11) and the vehicle body (10) around the vehicle door (11) relative to the vehicle body (10 ) to adjust and / or determine at least one sensor device (30) for detecting a sensor signal on the vehicle door (11) and a control device (4) for controlling the power transmission device (2). The control device (4) is designed, on the basis of a sensor signal (S) from the sensor device (30), to make an adjustment angle (ϕ) of the vehicle door (11) and on the basis of the adjustment angle (ϕ) and information about a system rigidity in the power flow between the vehicle door (11) and to calculate a force value for the vehicle body (10) in order to infer an operating request from a user on the basis of the force value.

Description

The invention relates to a vehicle door arrangement according to the preamble of claim 1.

Such a vehicle door arrangement comprises a vehicle door pivotably arranged on a vehicle body and a force transmission device for producing a flow of force between the vehicle door and the vehicle body in order to adjust and / or ascertain the vehicle door relative to the vehicle body. At least one sensor device is used to detect a sensor signal on the vehicle door, a control device being designed to control the force transmission device, to evaluate a sensor signal detected by the at least one sensor device to recognize a user wish to operate, and the force transmission device as a function of the evaluation for adjusting the vehicle door head for.

Such a vehicle door can be designed, for example, as a vehicle side door or as a tailgate. In this context, a vehicle door is to be understood to mean any flap of a vehicle that closes a vehicle opening in the closed position.

A vehicle door arrangement of this type is, for example, from US Pat WO 2018/002158 A1 known, the content of which is to be fully included in the present case.

The force transmission device can be designed as an adjusting device and / or as a locking device and can accordingly serve to adjust the vehicle door or to lock the vehicle door in a position just assumed. If the power transmission device is designed as an adjusting device, it has a drive device in the form of a drive motor, by means of which the vehicle door can be adjusted by an electric motor. In contrast, a locking device can also be used independently of an electric motor adjustment device in order to lock a vehicle door in an open position and thus hold it in position so that the vehicle door cannot slam easily, at least not in an uncontrolled manner, from the open position.

If the vehicle door is open, for example, and is held in the open position by the power transmission device, it may be desirable for a user to intuitively move the vehicle door out of the open position, for example to close the vehicle door or to open it further Vehicle door that can initiate. It is necessary for this that an operating request of a user who, for example, acts on the vehicle door to adjust the vehicle door, is recognized accordingly in order to control the power transmission device as a function of the detection of such an operating request and accordingly an adjustment process of the vehicle door, by manual adjustment or by electromotive adjustment to enable.

In a vehicle door arrangement, as for example from the WO 2018/002158 A1 is known, an operating request can be recognized, for example, on the basis of a movement or acceleration of a vehicle door using an acceleration sensor or a gyro sensor. On the basis of the movement that takes place when the vehicle door is locked within the framework of the elasticity of the overall system of the vehicle door and its coupling with the vehicle body via the power transmission device, it is assessed whether a user is attacking the vehicle door in order to move it from a determined position, for example.

For comfortable, haptically pleasant operation by a user, it is desirable that a user must always have a comparable operating force to initiate an adjustment process for electric motor adjustment or for manual adjustment of the vehicle door, for example from a determined position. If the detection of an operating request is based on a detection of the adjustment movement of the vehicle door as part of a system elasticity or on the basis of a slipping of a clutch, such a defined operating force, which remains constant regardless of the situation, may not be guaranteed because the force to be applied to move the vehicle door may be, for example, from System components, for example components of the clutch and their tolerances and the resulting slip torque.

It is an object of the present invention to provide a vehicle door arrangement which enables reliable detection of a user's wish to operate, in a simple manner, with comfortable, haptically pleasant operation by a user.

This object is achieved by an object with the features of claim 1.

Accordingly, the control device is designed to use the sensor signal to calculate an adjustment angle of the vehicle door and, on the basis of the adjustment angle and information about a system stiffness in the flow of force between the vehicle door and the vehicle body, to calculate a force value in order to use the force value to conclude that a user wishes to operate.

In the context of the present invention, a sensor device is used which is designed to output a sensor signal which enables the calculation of an adjustment angle of the vehicle door. Such a sensor device can be formed, for example, by an acceleration sensor for measuring the acceleration of the vehicle door or by a gyro sensor for measuring the angular velocity of the vehicle door. A sensor device is therefore used which can output a sensor signal which can indicate a movement on the vehicle door with comparatively little deceleration and great accuracy. Such a sensor device is used for initiating an adjustment process, for example for closing the vehicle door from an open position, in that the sensor signal is evaluated in order to calculate an adjustment angle based on the sensor signal and to determine an adjustment force applied by the user, taking into account the system rigidity, and in this way to recognize that a user is attacking the vehicle door and thereby signals that the vehicle door is to be adjusted.

In principle, the vehicle door can be adjusted by an electric motor or manually after recognizing a user wish to operate, depending on the design of the power transmission device. For electromotive adjustment, the power transmission device has a drive motor which is coupled to the transmission element of the power transmission device and can be actuated in order to move the vehicle door when an operating request is recognized. If, for example, it is recognized that a user presses on the vehicle door to close it, this can be recognized accordingly using the at least one sensor device in order to control the drive motor to close the vehicle door when the operator wishes to operate.

With such an electromotive drive device, manual adjustment is possible by decoupling the drive device when an operating request is recognized and thus allowing a user to move the vehicle door independently of the drive device.

It is also possible that, for manual adjustment, the power transmission device is designed, for example, as a (pure) locking device that locks the vehicle door in a just assumed (opened) position. If such a power transmission device detects a user wish to operate, the power transmission device is controlled by the control device in order to release an adjustment of the vehicle door, so that a user can manually move the vehicle door out of the position it has just assumed.

In a first embodiment, the sensor device is designed as an acceleration sensor for measuring the acceleration of the vehicle door. Such an acceleration sensor can be constructed, for example, as a piezoelectric sensor or as a so-called MEMS sensor (MEMS: Microelectromechanical System). Such an acceleration sensor can measure accelerations in a two-dimensional plane or in three-dimensional space.

In a second embodiment, the sensor device can be designed as a so-called gyro sensor. Such a gyro sensor, also referred to as a gyrometer, measures a rotary movement, that is to say, in the case of the vehicle door, the pivoting movement about the pivot axis, about which the vehicle door can be pivoted relative to the vehicle body.

An adjustment angle of the vehicle door is calculated on the basis of the sensor signal from the sensor device. If the sensor device is configured, for example, by an acceleration sensor, the acceleration signal (recorded over time) of the acceleration sensor is integrated twice in order to determine the adjustment angle traveled. If, on the other hand, the sensor device is configured by a gyro sensor, the speed signal (recorded over time) of the gyro sensor is simply integrated in order to determine the adjustment angle of the vehicle door on the basis of the speed signal. Using the adjustment angle determined in this way, a force value is calculated which indicates a force with which a user acts on the vehicle door.

This takes place on the basis of the knowledge that, for example, when the vehicle door is locked, a user can move the vehicle door elastically within the framework of the system rigidity by bracing the vehicle door and the power transmission device. The system stiffness indicating the elasticity in the system of the vehicle door and the power transmission device can be specified, for example, by a characteristic value or by a characteristic curve which is stored in the control device and by which the adjustment angle can be multiplied, for example, in order to use the adjustment angle and to calculate the force value of the characteristic value or the characteristic curve of the system rigidity.

The system of the vehicle door and the power transmission device behaves at least approximately like an elastic system that can be described with a spring characteristic or a spring characteristic. The force acting on the vehicle door corresponds to the deflection of the Vehicle door multiplied by the characteristic value or the characteristic of the system rigidity. On the basis of the adjustment angle determined using the sensor signal and the characteristic value or the characteristic of the system stiffness, a force value can thus be determined which indicates the force with which a user attacks the vehicle door.

In the context of the present invention, a sensor device is therefore used which does not detect a force value per se, but rather an acceleration or a speed on the vehicle door. The sensor signal thus obtained can be used to calculate an adjustment angle of the vehicle door in order to determine the force with which a user acts on the vehicle door using the adjustment angle and a characteristic value or a characteristic curve of the system stiffness. The sensor device is arranged in a stationary manner on the vehicle door and thus picks up the sensor signal directly on the vehicle door. The sensor device thus measures a movement of the vehicle door, in particular an acceleration on the vehicle door or an angular velocity of the vehicle door.

The system rigidity, in particular a characteristic value indicating the system rigidity or a characteristic curve indicating the system rigidity, can be known in advance and stored in the control device. The system rigidity can be determined, for example, by simulation or measurement of the system of the vehicle door, whereby it can be assumed that vehicle doors of the same type behave similarly and thus the system rigidity for a type of vehicle door can be determined by simulation or measurement by a characteristic value determined in this way or To use the characteristic curve for the system rigidity in the operation of a corresponding vehicle door.

At least approximately, it can be assumed that the system rigidity does not change significantly over the service life of a vehicle door. It is usually not necessary to readjust or learn the system stiffness.

bestimmt werden, wobei k die Systemsteifigkeit, ω₀ die Eigenfrequenz und m die Masse der Fahrzeugtür angibt. Die Masse der Fahrzeugtür ist üblicherweise bekannt. Die Eigenfrequenz ω₀ wird gemessen, sodass die Systemsteifigkeit im Betrieb der Fahrzeugtür ermittelt und somit selbsttätig durch die Steuereinrichtung nachgestellt werden kann.If readjustment or re-learning of the system stiffness is necessary, the control device can be designed, for example, to determine the system stiffness during operation on the basis of a natural vibration of the vehicle door. For this purpose it can be provided, for example, that the vehicle door is stopped abruptly when the vehicle door is adjusted by an electric motor. When the vehicle door is stopped, a vibration can be recorded on the vehicle door via the sensor device in order to determine, for example, a natural frequency of the vehicle door on the basis of the natural vibration thus obtained. From the natural frequency (assuming that the system behaves approximately like a one-mass oscillator) the system stiffness can, for example, according to the equation $$k={\mathrm{\omega }}_0{}^{\mathrm{2nd}}\cdot m$$

can be determined, where k is the system rigidity, ω _{0 is} the natural frequency and m is the mass of the vehicle door. The mass of the vehicle door is usually known. The natural frequency ω ₀ is measured so that the system stiffness is determined during operation of the vehicle door and can therefore be automatically adjusted by the control device.

Such re-learning can take place, for example, at regular intervals in the company, for example once a month or once a year or as part of a service routine in a specialist workshop.

The adjustment angle for determining a force exerted by a user on the vehicle door should be determined via an adjustment range of the vehicle door via which there is tension in the system of the vehicle door. This assumes that, for example, when the vehicle door is locked, pressure or tension on the vehicle door by a user results in tension in the system, the force applied being related to the adjustment angle via the system rigidity. A determination of the force on the basis of the adjustment angle is therefore only possible when the system is braced, but not when the vehicle door is moved as part of a game in the flow of force.

In order to ensure that the force value is determined on the basis of the calculated adjustment angle only over a range in which there is tension in the system, the control device is designed in one embodiment, on the basis of a profile of the sensor signal or on the basis of a determined using the sensor signal To recognize a movement of the vehicle door in the area of a game in the flow of force between the vehicle door and the vehicle body and not to consider such a movement of the vehicle door in the area of a game when calculating the force value. The control device is thus able to detect a movement of the vehicle door in the area of a game. However, movement in the area of the game is not taken into account for the calculation of the force value. Only a movement of the vehicle door over an adjustment angle, via which there is tension in the system, is used to determine the force value on the basis of the system rigidity.

The control device can, for example, recognize whether the vehicle door is moving in the area of a game or under tension of the vehicle door by determining a transition between the area of a game and a area of tension based on a change in the course of the sensor signal or the course of the force value. This is based on the knowledge that the vehicle door can usually move smoothly in the area of a game. As soon as there is tension in the system, a user has to apply a greater force, which can be seen from a change in the course of the sensor signal or in the course of the force value. Thus, in the course of the sensor signal, for example an acceleration signal or a speed signal, or in the course of the force value, a kink can result where there is a transition from a movement in the area of the game to a movement under tension in the system.

Additional information can also be used to determine if there is a game. For example, a static door torque, which acts on the vehicle door when the vehicle door is stationary, can be used to determine whether there is play in the flow of force between the vehicle door and the vehicle body. To calculate the static door torque, all of the quantities required are usually known, for example a slope of the vehicle, a door angle (which the vehicle door has in the position it has just assumed), the mass and geometric properties of the vehicle door and a hinge friction of the vehicle door. In addition, a direction of movement can be derived from the sensor signal of the sensor device. If, for example, a stationary vehicle door is loaded by gravity in the direction of opening when a vehicle is on a slope and a user attacks the vehicle door to close, it can be assumed that the user must first overcome a game in the direction of closing. Due to the slope and the statically acting door torque on the vehicle door, the vehicle door is free of play in the direction of opening, but has a play in the direction of closing. This information can also be used to detect movement within the scope of a game and to exclude it when calculating the adjustment angle for determining the force value.

When determining the force value, the static door torque can also be taken into account as a correction variable by subtracting the static door torque when moving in the direction of gravity and adding it when moving against the direction of gravity.

In a specific embodiment, the vehicle door arrangement can have an electrically actuable coupling device and a transmission element, for example in the form of a tether, for producing a flow of force between the vehicle door and the vehicle body. In a coupling, first state, the coupling device couples the drive motor to the transmission element in order to exert an adjusting force for adjusting the vehicle door on the transmission element. In a decoupling, second state, the coupling device, on the other hand, uncouples the drive motor from the transmission element, so that the vehicle door can be manually adjusted, for example, independently of an actuation of the drive motor. The force flow between the vehicle door and the vehicle body can thus be eliminated via the coupling device, so that the vehicle door can be adjusted independently of an actuation of the drive motor, for example manually by a user.

In particular, the coupling device is designed to determine the vehicle door in a stop position of the vehicle door by virtue of the fact that it is in the coupling, first state. Because the coupling device is in its coupling, first state, the power transmission line between the vehicle body and the vehicle door is closed, so that the vehicle door is held in position relative to the vehicle body in the holding position.

If an operating request of a user is recognized, for example if a user presses on the vehicle door in order to understand it, in one configuration the control device can control the coupling device in order to convert the coupling device from the coupling, first state to the uncoupling, second state, so that the power transmission line between the vehicle body and the vehicle door is separated and thus the vehicle door can be freely adjusted relative to the vehicle body. In this way, manual adjustment of the vehicle door is made possible, so that the user can, for example, close the vehicle door or open it further.

Instead of a coupling device, another type of door brake can also be provided in order to hold the vehicle door in the locking position and, if necessary, to brake it.

In one embodiment, the power transmission device has a drive motor for the electromotive adjustment of the vehicle door. The power transmission device can thus be used for the electric motor-driven adjustment of the vehicle door, in which case a coupling device can also be present, which can be achieved by uncoupling can also allow manual adjustment of the vehicle door.

If a user wish to operate is recognized in such a power transmission device that can be driven by an electric motor, the control device can be designed to control the drive motor for the electric motor adjustment of the vehicle door. If an operating request is recognized, the adjustment in this case is carried out by an electric motor, for example depending on a recognized direction of the operating request (in the direction of a closing or in the direction of a (further) opening of the vehicle door).

In one embodiment, the drive motor can be arranged in a stationary manner on the vehicle door. In this case, the transmission element can be designed, for example, as a so-called tether and can be articulated to the vehicle body. The drive motor acts on the transmission element to adjust the vehicle door and adjusts this, so that a relative movement between the vehicle door and the vehicle body can be effected via the transmission element.

In principle, different configurations for coupling the drive motor to the transmission element are conceivable and possible. For example, the drive motor can engage a toothing of the transmission element via a pinion in order to adjust the transmission element by rotating the pinion. If the drive motor is arranged in a stationary manner on the vehicle door and the transmission element is connected to the vehicle body in an articulated manner, the vehicle door is pivoted relative to the vehicle body by adjusting the transmission element relative to the drive motor.

In another embodiment, the drive motor can be coupled to the transmission element, for example via a cable drive. For this purpose, a shaft which can be driven by the drive motor can be coupled to the transmission element via a flexible coupling element designed for the transmission of tensile forces - for example a pull rope, a band, a belt or a belt. The coupling element can, for example, be fastened to the transmission element with two ends and can be placed around a roller element arranged on the shaft, for example a cable drum, so that the coupling element rolls on the roller element by rotating the roller element and the transmission element is thereby adjusted relative to the drive motor.

The force value calculated on the basis of the adjustment angle can be evaluated to initiate an adjustment of the vehicle door, for example to trigger an electromotive adjustment of the vehicle door or to enable a manual adjustment of the vehicle door by releasing a clutch. When the vehicle door is locked, a force value applied to the vehicle door, which indicates a user force, is thus recognized and determined in order to infer an operating request based on the force value and to initiate an electromotive adjustment of the vehicle door or to enable a manual adjustment of the vehicle door.

An operator's request can be identified, for example, by comparing the force value with a threshold value. If the force value exceeds the threshold value, it is assumed that a user deliberately attacks the vehicle door in order to adjust the vehicle door.

Other applications are also conceivable and possible. In general, a force value determined on the basis of an adjustment angle and the system rigidity can be used not only to trigger an adjustment, but also to control and regulate, in particular, the electromotive adjustment operation.

Thus, in one configuration, the control device can be designed to control the drive motor based on the force value, in order to regulate the drive motor in the context of servo operation in order to provide an electromotive adjustment force to support a manual adjustment movement of a user. On the basis of the force value, the drive motor can in particular be regulated in such a way that a user has to apply a constant force, but a force that is also required to adjust the vehicle door is applied by the drive motor, which is regulated accordingly.

In another application, the control device can also be designed to use the force value to detect user intervention when the vehicle door is adjusted by an electric motor. If the vehicle door is adjusted by an electric motor using the drive motor and a user attacks the vehicle door, this can be recognized on the basis of the determined force value in order to interpret such a user intervention, for example, as a wish to lock and to control the drive motor accordingly to stop the adjustment movement.

Even in electromotive operation, the force value is determined on the basis of such an angle, which indicates tension in the system of the vehicle door and the force transmission device. For this purpose, for example, the angle difference of the adjustment angle calculated from the sensor signal and a motor angle that can be obtained using a sensor is determined to detect an adjustment movement of the drive motor. The angle difference thus indicates the difference between the position of the vehicle door, as it was determined using the sensor device, and the position, as it results from the position of the drive motor. The angle difference thus indicates a tension in the system between the drive motor and the vehicle door and, by multiplication with the characteristic value indicating the system rigidity or the characteristic curve indicating the system rigidity, allows the determination of the force applied by a user.

• 1 eine schematische Ansicht eines Verstellelements in Form einer Fahrzeugtür an einem feststehenden Abschnitt in Form einer Fahrzeugkarosserie;
• 2 eine schematische Ansicht einer Kraftübertragungseinrichtung in Form eines Türantriebs mit einem Antriebsmotor, einer Kupplungseinrichtung, einer Steuereinrichtung und einem Übertragungselement zur Kraftübertragung zum Verstellen der Fahrzeugtür;
• 3 eine Ansicht eines Ausführungsbeispiels einer Kraftübertragungseinrichtung in Form eines Türantriebs zum Verstellen einer Fahrzeugtür;
• 4 eine Ansicht einer Unterbaugruppe des Türantriebs;
• 5 eine Ansicht eines Antriebsmotors, eines Getriebes und einer Kupplungseinrichtung des Türantriebs;
• 6 eine schematische Ansicht einer Fahrzeugtür, die im Rahmen einer Systemsteifigkeit elastisch mit einer Fahrzeugkarosserie gekoppelt ist;
• 7A eine Ansicht einer Beschleunigung einer Fahrzeugtür über der Zeit;
• 7B eine Ansicht der Geschwindigkeit der Fahrzeugtür über der Zeit;
• 7C eine Ansicht des Verstellwinkels der Fahrzeugtür über der Zeit;
• 8 eine Ansicht eines Kraftwerts über der Zeit, bei Bewegung einer Fahrzeugtür aus einer spielbehafteten Stellung; und
• 9 eine Ansicht der Verstellgeschwindigkeit bei Bewegung einer Fahrzeugtür aus einer spielbehafteten Stellung.

The idea on which the invention is based will be explained in more detail below with reference to the exemplary embodiments illustrated in the figures. Show it:

• 1 a schematic view of an adjusting element in the form of a vehicle door on a fixed portion in the form of a vehicle body;
• 2nd a schematic view of a power transmission device in the form of a door drive with a drive motor, a coupling device, a control device and a transmission element for power transmission for adjusting the vehicle door;
• 3rd a view of an embodiment of a power transmission device in the form of a door drive for adjusting a vehicle door;
• 4th a view of a subassembly of the door operator;
• 5 a view of a drive motor, a transmission and a coupling device of the door drive;
• 6 a schematic view of a vehicle door which is elastically coupled to a vehicle body within the framework of a system rigidity;
• 7A a view of an acceleration of a vehicle door over time;
• 7B a view of the speed of the vehicle door over time;
• 7C a view of the angle of adjustment of the vehicle door over time;
• 8th a view of a force value over time when moving a vehicle door from a playful position; and
• 9 a view of the adjustment speed when moving a vehicle door from a playful position.

1 shows a schematic view of a vehicle 1 which is a vehicle body 10th and one over a joint 111 on the vehicle body 10th arranged around a pivot axis along an opening direction O pivotable adjustment element in the form of a vehicle door 11 having.

The vehicle door 11 can be realized, for example, by a vehicle side door or also by a tailgate. The vehicle door 11 covers a vehicle opening in a closed position 100 in the vehicle body 10th , for example a side door opening or a tailgate opening.

The vehicle door 11 is about one in a door interior 110 arranged power transmission device 2nd can be moved by an electric motor from its closed position into an open position, so that the vehicle door 11 can be moved automatically in an electromotive manner. The power transmission device 2nd , schematically illustrated in 2nd and shown in one embodiment in 3rd to 5 , has a drive motor 22 on that via a coupling device 21 with a transmission element 20th is coupled, via the adjusting forces between the vehicle door 11 and the vehicle body 10th can be transferred. The drive motor 22 is stationary on the vehicle door in this embodiment 11 arranged while the transmission element 20th in the manner of a so-called tether at one end 200 articulated and thus pivotable on the vehicle body 10th is set.

In the 2nd and 3rd to 5 illustrated embodiments of the power transmission device 2nd serves the drive motor 22 for driving a drive element 23 in the form of a rope drum, over a coupling element 24th in the form of a flexible, limp tension element designed to transmit (exclusively) tensile forces, in particular in the form of a tension rope (for example a steel rope) with the transmission element 20th is coupled. The rope drum 23 can, for example, on the longitudinal transmission element 20th be supported and on the transmission element 20th unroll.

The coupling element 24th is about a first end 240 in the area of the end 200 of the transmission element 20th and about a second end 241 in the area of a second end 201 with the transmission element 20th connected and around the drive element 23 looped in the form of a rope drum. Will the drive element 23 , driven by the drive motor 22 , rotated, the coupling element rolls 24th in the form of the traction element (traction rope) on the drive element 23 so that the drive element 23 relative to the transmission element 20th moved and thus along the longitudinal direction of the transmission element 20th to that Transmission element 20th is moved, which leads to an adjustment of the vehicle door 11 relative to the vehicle body 10th leads.

It should be noted at this point that other types of power transmission devices are also conceivable and possible. For example, the drive motor 22 also drive a pinion that with the transmission element 20th is in meshing engagement. It is also conceivable and possible for the force transmission device to be designed as a spindle drive with, for example, a rotatable spindle which is in engagement with a spindle nut.

The coupling device 21 serves the drive motor 22 with the drive element 23 to couple or from the drive element 23 to decouple. In a coupling state, the coupling device 21 a power flow between the drive motor 22 and the drive element 23 forth, so that a rotary movement of a motor shaft 220 of the drive motor 20th on the drive element 23 transmitted and consequently the drive element 23 is set into a rotational movement in order to have an adjusting force in the transmission element 20th initiate. In contrast, the drive motor is in a decoupling state 22 from the drive element 23 uncoupled so that the drive motor 22 regardless of the drive element 23 and vice versa the drive element 23 regardless of the drive motor 22 can be moved. In this decoupling state, for example, manual adjustment of the vehicle door 11 be possible without the drive motor 22 is subjected to forces.

The coupling device 21 can also have a third coupling state, corresponding to a sliding state in which the coupling elements are in abrasive contact with one another. A first coupling element is operatively connected to a motor shaft of the drive motor 22 , while a second coupling element is operatively connected to the drive element 23 . In this grinding, third state, the clutch device can 21 for example a braking force during a manual adjustment of the vehicle door 11 provide, caused by the abutting abutment of the coupling elements.

In the concrete in 3rd to 5 illustrated embodiment has the drive motor 22 a motor shaft 220 on that in operation of the power transmission device 2nd is rotated and with a gear 25th (for example a planetary gear) is operatively connected. About the transmission 25th becomes one about an axis of rotation D rotatable shaft 26 driven on which the drive element 23 in the form of the cable drum is rotatably arranged so that by rotating the shaft 26 the drive element 23 can be driven, thereby the coupling element 24th in the form of the pull rope on the drive element 23 rolls and thus the transmission element 20th for moving the vehicle door 11 is adjusted.

Via a sensor device 27 can be the absolute position of the shaft 26 be determined in operation.

The via an actuator 210 electrically operated coupling device 21 provides a power flow between the gearbox in its coupled state 25th and the wave 26 forth, so that in the coupling state of the coupling device 21 an adjusting force from the drive motor 22 on the wave 26 and on top of the transmission element 20th can be transferred. In its decoupling state, the coupling device lifts 21 in contrast, the flow of power between the drive motor 22 and the wave 26 so that the transmission element 20th relative to the drive motor 22 can be adjusted without the drive motor 22 a force is applied.

The coupling element 24th in the form of the pull rope is over a first end 240 in the area of the end 200 of the transmission element 20th firmly with the transmission element 20th connected. A second end 241 of the coupling element 24th is in contrast via a tensioning device 242 with the end 201 of the transmission element 20th connected. About the tensioning device 242 can the voltage of the coupling element 24th on the transmission element 20th can be set.

As schematically in 2nd shown, the operation of the drive motor 22 via a control device 4th controlled, for example, as in 1 drawn in, on a subframe of a door module 112 the vehicle door 11 can be arranged. Such an assembly carrier can, for example, different functional components of the vehicle door 11 wear, for example, a window regulator, a speaker, a door lock or the like. The control device 4th can be used in this context to control the power transmission device 2nd , but also for controlling other functional components of the vehicle door 11 serve.

The power transmission device 2nd how to use 1 to 5 has been explained above, serves on the one hand for electric motor adjustment of the vehicle door 11 and on the other hand to lock the vehicle door 11 in an open position. The coupling device is in a stop position 21 in their coupled state and thereby creates a flow of force between the vehicle door 11 and the vehicle body 10th forth so that the vehicle door 11 - For example, due to a self-locking on the gear 25th and / or the drive motor 22 - is held in its open position. The vehicle door 11 cannot move out of the open position in an uncontrolled manner if it has been brought into an open position.

It is desirable for a user to adjust the vehicle door in a simple manner 11 to enable. For this purpose, it should be recognized when a user is at the vehicle door 11 attacks the vehicle door 11 For example, to close from the open position or further in the opening direction O to open. A user applies a force to the vehicle door 11 on, for example by being at the vehicle door 11 pushes or pulls, this should be recognized as an operating request in order to adjust the motor vehicle door as a function thereof 11 to initiate or manually adjust the vehicle door 11 allow by the user.

In order to recognize such an operator's request for operation, a sensor device can, for example 30th in the form of an acceleration sensor or a gyro sensor on the vehicle door 11 be arranged as shown schematically in 1 is shown. Via such a sensor device 30th can therefore immediately and with a slight delay to an acceleration / movement on the vehicle door 11 be closed in order to draw conclusions about a possible operating request of a user.

The acceleration of the vehicle door is measured by means of an acceleration sensor 11 measured. Will the vehicle door 11 Accelerated from a standing position - by attacking a user who, for example, presses on the door in order to adjust the door - leads to an acceleration signal on the sensor device designed as an acceleration sensor 30th .

A sensor device designed as a gyro sensor 30th in contrast, measures the angular velocity, i.e. the swiveling movement of the vehicle door 11 .

The sensor device 30th in the form of the acceleration sensor or the gyro sensor is stationary, for example on an assembly carrier of a door module 112 arranged. The sensor device 30th can be designed as a separate assembly and arranged on the assembly carrier. The sensor device is also conceivable and possible 30th on a circuit board 40 the control device 4th to arrange and thus in the control device 4th to integrate like this into 2nd is shown schematically.

Depending on its design, the sensor device generates 30th a sensor signal that is proportional to the acceleration of the vehicle door 11 or the angular velocity of the vehicle door 11 is. In the sense of the present invention, an adjustment angle of the vehicle door is calculated from the sensor signal determined in this way in order to use the adjustment angle and a system rigidity of the system of the vehicle door 11 and the power transmission device 2nd to determine a force value, the force effect of a user on the vehicle door 11 indicates.

This is based on the knowledge that in the system of the vehicle door 11 and the power transmission device 2nd there is an elasticity that causes the vehicle door 11 in an elastic manner to the vehicle body 10th can be adjusted while the system is under tension. The system of the vehicle door 11 and the power transmission device 2nd behaves at least approximately like an elastic system that can be described by a spring characteristic or a spring characteristic, as shown schematically in 6 is illustrated. In particular, the system has an elastic deflection of the vehicle door 11 towards the vehicle body 10th in the context of, for example, a characteristic value k specified system rigidity possible.

For example, if the vehicle door is locked 11 the vehicle door 11 adjusts and there is an elastic tension in the system, the vehicle door can be adjusted using the adjustment angle 11 and for example by a characteristic value k characterized system stiffness a force value can be determined which is a force effect F on the vehicle door 11 indicates.

The adjustment angle is based on the sensor device 30th certainly. Is the sensor device 30th Designed as an acceleration sensor, the adjustment angle is obtained by integrating the acceleration twice over time. Is the sensor device 30th Designed as a gyro sensor for measuring the angular velocity, the adjustment angle results from the sensor signal by simple integration over time.

This is exemplified in 7A to 7C illustrated. For example, a user grabs the vehicle door 11 to the vehicle door 11 accelerate approximately constant from a point in time ( 7A) , the linear angular velocity increases ( 7B) and a square increasing adjustment angle ( 7C ).

On the basis of the adjustment angle determined in this way, the force value is (approximately) determined by multiplication with the characteristic value or the characteristic of the system rigidity. The characteristic value or the The characteristic of the system rigidity is in the control device 4th deposited so that during operation one on the vehicle door 11 exerted force as a function of a sensor signal from the sensor device 30th can be calculated.

The system rigidity of the vehicle door 11 and the power transmission device 2nd can be determined in advance, for example by simulation or by measurement, and is in the control device 4th saved.

It is also possible to determine the system rigidity during operation and thus learn it again. This can be done, for example, in that the vehicle door is used in an electromotive adjustment operation 11 is stopped abruptly, then using the sensor device 30th a vibration on the vehicle door 11 to detect and based on the vibration determined in this way a natural frequency of the vehicle door 11 to determine. Using the natural frequency, the system rigidity can be determined at least approximately using the following equation: $$k={\mathrm{\theta }}_0{}^{\mathrm{2nd}}\cdot m$$

Here, k gives the characteristic value of the system stiffness, ω ₀ the natural frequency, which is based on that generated by the sensor device 30th detected vibration is determined, and m is the mass of the vehicle door 11 (which is known).

Basically, a user force can be applied to the vehicle door based on the adjustment angle 11 Specifying force value can be determined when an attack by the user on the vehicle door 11 to tension in the system of the vehicle door 11 leads. This is always the case with a backlash-free system. In the case of a system with play, on the other hand, a distinction must be made between an adjustment in the area of a game and an adjustment that tensions the system of the vehicle door 11 leads.

This can be done based on the course of the force F according to 8th are illustrated. If, for example, there is a vehicle on a slope and a moment acts on the (detected, partially opened) vehicle door 11 in the direction of opening, this is usually the system of the vehicle door 11 in the opening direction under tension. A user grabs the vehicle door 11 in this position to the vehicle door 11 to close, so the user 11 first remove the elastic bracing (area A in 8th ). If the system is subject to play, the user must then open the vehicle door 11 Move across an area B where the game is leveled towards closing. At the end of area B, the game is balanced, and with further movement in area C, the vehicle door 11 now braced in the direction of closing.

The force increases in area A. F linear with the characteristic value k system rigidity. In area B, a user moves the vehicle door 11 with approximately constant force F _normal to balance the game. The force increases in area C. F again linear with the characteristic value k system rigidity.

For the determination of the force value, only the adjustment angle in area C has to be taken into account, while areas A, B have to be excluded. The time must therefore be determined, but that the play is balanced (end of area B) and from which there is tension in the system of the vehicle door 11 he follows.

A distinction can generally be made between a movement in the area of the play (area B) and a movement for tensioning the system (area C) on the basis of a change in the course of the sensor signal or a change in the course of the force value. A change in the force value can, as exemplified in 8th recognizable, for example as a break point. A change in the sensor signal can, for example, as in 9 shown result. For example, in the course of 9 , at the time T2 be passed from one area of the game to an area of tension. From the time T2 becomes the system of the vehicle door 11 braced so that movement in this area should be taken into account when determining the force value.

When determining whether for an adjustment movement of the vehicle door 11 First a game has to be compensated or not, a static door moment and other information can also be taken into account. For example, based on the slope of the vehicle, the door angle, the mass and geometry properties of the vehicle door 11 and a hinge friction show whether and in which adjustment direction a game in the system can be overcome. Is the vehicle door 11 Loaded in the locked position, for example by a static door moment in the direction of opening, it can be assumed that a game must first be overcome when moving in the direction of closing. Conversely, if a vehicle door 11 is loaded in a just occupied, determined position by a static door torque in the direction of closing, when the vehicle door is moving 11 a game must be overcome in the direction of opening.

If necessary, after a motorized adjustment when stopping in an open position, the play can be targeted in one of the two adjustment directions be taken out and the drive motor 22 reversed for example.

Based on the adjustment angle over which a vehicle door 11 is braced by a user during an adjustment, taking into account the known and in the control device 4th stored system stiffness determines a force value, which by the user on the vehicle door 11 indicates the force exerted. If, for example, this force value exceeds a predetermined threshold value when the vehicle door is locked, it can be concluded that a user wishes to operate it. Because the adjustment angle is recognized on the basis of the determined force value, a user must at least approximately always have the same force to bring about adjustment of the vehicle door 11 apply regardless of, for example, tolerances of the coupling device 21 and a slip moment.

If an operating request of a user is recognized, the control device can 4th be configured in different ways to adjust the vehicle door 11 to initiate in an electromotive manner or a manual adjustment of the vehicle door 11 to enable.

Should the vehicle door 11 the control device controls when an operating request is recognized by an electric motor 4th the drive motor when an operating request is recognized 22 for electric motor adjustment of the vehicle door 11 at. The coupling device 21 in this case remains in its closed (coupled) state.

Should the vehicle door 11 on the other hand, if an operating request is recognized, the control device controls 4th upon detection of an operating request, the coupling device 21 to transfer from the coupling state to the decoupling state, so that the power flow between the vehicle door 11 and the vehicle body 10th is interrupted and accordingly the vehicle door 11 can be adjusted manually.

A force value that is a force applied by a user to the vehicle door 11 indicates when the vehicle door is locked 11 , but can also be determined, for example, in electromotive adjustment mode. So with electromotive adjustment using the sensor 27 (please refer 5 ) the absolute position of the shaft 26 be determined. This is directly related to the movement of the drive motor 22 correlates and corresponds to the position of the vehicle door 11 This should take place when the vehicle door system 11 is not tense. By forming the difference between that using the sensor 26 certain motor angle and the adjustment angle as it is from the sensor signal of the sensor device 30th is determined, it can thus be determined whether a bracing in the system of the vehicle door 11 is present or not and whether there is therefore a force effect by a user on the vehicle door 11 is present. On the basis of the difference angle, a force value indicating a user force can be determined by multiplication with the characteristic value of the system rigidity.

This force value determined in electromotive operation can be used in different ways.

The force value can thus be in a servo mode of the drive device 2nd used for that by the drive motor 22 Adjustment force provided to adjust the vehicle door 11 to be regulated in such a way that a user has to exert a force that remains constant during the adjustment, but a force that is additionally required from the drive motor 22 is applied. The determination of the force value enables precise regulation of the drive motor 22 for comfortable servo operation for motorized adjustment of the vehicle door 11 by a user.

In addition, by determining the force value, a user can intervene in an electromotive adjustment process of the vehicle door 11 be determined. Based on the determined force value, there is a force effect on the vehicle door 11 in the case of an electromotive adjustment, this can indicate, for example, that the adjustment movement of the vehicle door 11 should be slowed down or even stopped. The control device can accordingly 4th the drive motor 22 control, for example, the vehicle door 11 to stop and determine.

The idea on which the invention is based is not limited to the exemplary embodiments described above, but can in principle also be implemented in a completely different manner.

A door drive can in particular also have another adjustment mechanism, for example in that the drive motor interacts with a transmission element via a pinion engagement. The door operator can alternatively e.g. but also be designed as a spindle drive, in which e.g. a spindle is rotated and is in engagement with a spindle nut, so that the spindle nut is adjusted along the spindle by the rotational movement of the spindle.

In the case of a pure locking device, a drive motor can in principle also be dispensed with.

Reference list

1

vehicle

10th

Fixed section (vehicle body)

100

Vehicle opening

11

Vehicle door

110

Door interior

111

Door hinge

112

Door module

113

section

2nd

Power transmission device

20th

Transmission element (tether)

200.201

The End

202

joint

21

Coupling device

210

Actuator

22

Drive motor

220

Motor shaft

23

Drive element

24th

Coupling element (pull rope)

240,241

The End

242

Clamping device

25th

transmission

26

wave

27

sensor

30th

Sensor device

4th

Control device

40

circuit board

D

Axis of rotation

F

force

F _normal

Normal force

k

System rigidity

O

Opening direction

ω

Adjustment speed

ϕ

Adjustment angle

t

time

QUOTES INCLUDE IN THE DESCRIPTION

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

• WO 2018/002158 A1 [0004, 0007]

Claims (18)

Vehicle door arrangement, with - a vehicle door (11) arranged pivotably on a vehicle body (10), - a power transmission device (2) for establishing a power flow between the vehicle door (11) and the vehicle body (10), around the vehicle door (11) relative to the vehicle body (10) to be adjusted and / or determined, - at least one sensor device (30) for detecting a sensor signal on the vehicle door (11) and - a control device (4) for controlling the power transmission device (2), the control device (4) being designed to evaluate a sensor signal (S) detected by the at least one sensor device (30) in order to recognize a user wish to operate and to control the power transmission device (2) as a function of the evaluation for adjusting the vehicle door (11), characterized in that the control device ( 4) is designed, based on the sensor signal (S), an adjustment angle (ϕ) of the vehicle r (11) and to calculate a power value based on the adjustment angle (φ), and information about a system stiffness in the force flow between the vehicle door (11) and the vehicle body (10) to close on the basis of the power value to a user request of a user. Vehicle door arrangement according to Claim 1 , characterized in that the at least one sensor device (30) by an acceleration sensor arranged on the vehicle door (11) for measuring the acceleration of the vehicle door (11) or by a gyro sensor arranged on the vehicle door (11) for measuring the angular velocity of the vehicle door (11 ) is trained. Vehicle door arrangement according to Claim 2 , characterized in that the control device (4) is designed to calculate the adjustment angle (ϕ) from the acceleration or the angular velocity. Vehicle door arrangement according to one of the Claims 1 to 3rd , characterized in that the system rigidity is stored as a characteristic value or characteristic in the control device (4). Vehicle door arrangement according to one of the preceding claims, characterized in that the control device (4) is designed to determine the system rigidity on the basis of a natural vibration of the vehicle door (11). Vehicle door arrangement according to Claim 5 , characterized in that the control device (4) is designed to determine the system rigidity from a determined natural frequency of the natural vibration as k = ω ₀ ² · m, where k is the system rigidity, ω _{0 is} the natural frequency and m is the mass of the vehicle door (11) indicates. Vehicle door arrangement according to one of the preceding claims, characterized in that the control device (4) is designed, based on a course of the sensor signal or on the basis of a course of the force value determined using the sensor signal, to move the vehicle door (11) in the region of play in the power flow between the Vehicle door (11) and the vehicle body (10) can be seen. Vehicle door arrangement according to Claim 7 , characterized in that the movement of the vehicle door (11) in the area of play is not taken into account when calculating the force value. Vehicle door arrangement according to Claim 7 or 8th , characterized in that the control device (4) is designed to make a transition between the range of play and a movement of the vehicle door (11) under tension of the vehicle door (11) and / or the power transmission device (2) within the framework of the system rigidity based on a change to determine the course of the sensor signal or the course of the force value. Vehicle door arrangement according to one of the preceding claims, characterized in that the control device (4) is designed to determine on the basis of information about a static door torque acting on the vehicle door (11) whether there is play in the flow of force between the vehicle door (11) and the Vehicle body (10) exists. Vehicle door arrangement according to one of the preceding claims, characterized in that the power transmission device (2) has an electrically actuable coupling device (21) and a transmission element (20) for establishing a power flow between the vehicle door (11) and the vehicle body (10), the coupling device (21) couples the drive motor (22) to the transmission element (20) in a coupling, first state in order to exert an adjusting force for moving the vehicle door (11) on the transmission element (20), and in a decoupling, second state the drive motor ( 22) uncoupled from the transmission element (20). Vehicle door arrangement according to Claim 11 , characterized in that the coupling device (21) is in a stop position of the vehicle door (11) in the coupling, first state in order to fix the vehicle door (11) relative to the vehicle body (10). Vehicle door arrangement according to Claim 12 , characterized in that the control device (4) is designed to control the coupling device (21) upon detection of an operator's operating request for transferring from the coupling, first state to the uncoupling, second state. Vehicle door arrangement according to one of the preceding claims, characterized in that the power transmission device (2) has a drive motor (22) for electromotive adjustment of the vehicle door (11), the control device (4) being designed to detect the drive motor (22) upon detection of an operating request To control users for electric motor adjustment of the vehicle door (11). Vehicle door arrangement according to Claim 14 , characterized in that the drive motor (22) is fixedly arranged on the vehicle door (11). Vehicle door arrangement according to Claim 14 or 15 , characterized in that the control device (4) is designed to control the drive motor (22) on the basis of the force value in order to regulate the drive motor (22) in the context of servo operation to provide an electromotive adjusting force to support a manual adjustment movement of a user. Vehicle door arrangement according to one of the Claims 14 to 16 , characterized in that the control device (4) is designed to recognize, based on the force value, an intervention by the user in an electromotive adjustment of the vehicle door (11). Vehicle door arrangement according to one of the Claims 14 to 17th , characterized in that the control device (4) is designed, during operation of the drive motor (22), the force value, which indicates a force (F) exerted by a user on the vehicle door (11), on the basis of an angle difference of the adjustment angle calculated from the sensor signal (ϕ) and a motor angle, the motor angle being determined using a sensor (27) for detecting an adjustment movement of the drive motor (22).

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