DE10257033A1 - Motor vehicle with a device for controlling the adjusting movement of a closing part - Google Patents

Abstract

A motor vehicle contains a device (1) for controlling the adjusting movement of a closing part by means of an adjusting drive (5) fixed to the closing part. A transmission element (11), which is movable relative to the carrier console (7), is movably mounted on a body region with a bearing region (13, 15) and is connected to a bearing region (13 , 15) facing away from the coupling region (18) is coupled to the adjusting drive (5) for transmitting mechanical forces.

Description

The invention relates to a motor vehicle with the features of the preamble of claim 1.

Out DE 198 16 736 A1 It is known to use a drive for adjusting a motor vehicle door, which operates electromechanically, pneumatically or hydraulically. A concrete embodiment is not disclosed there.

DE 40 04 353 A1 a drive mechanism for a window glass of a motor vehicle is known. In this drive mechanism, a sash motor drives a reduction gear and a lift mechanism. This mechanism may include a parallel arm, a cross arm or a cable.

The invention is based on the object automatic adjustment movement for Locking parts too create a good efficiency for the power transmission between the closing part and Adjustable drive allows becomes.

This task is performed by the feature combination of claim 1 solved.

According to one with the closing part is fixed connected vehicle console provided at the a transmission element is stored. The transmission element is relative to the carrier console movable. It is with a storage area at a body area (e.g., door frames, in particular A-pillar or B-pillar) movable stored. A bearing region remote from the coupling region of the transmission element is mechanically coupled to the adjustment drive for power transmission.

Since in the assembled state of the adjustment on closing part is fixed (e.g., housing the adjusting drive with the closing part firmly connected or rotation axis the adjusting drive with stationary relative arrangement to the closing part) and the storage area of the transmission element is movably mounted on a body portion, the closing part is activated Adjustment drive with comparatively low drive forces effective moves, e.g. drawn.

The transmission element is preferably as Rod, rod or the like. It supports it a space-saving and mechanically stable construction of the device.

The carrier console is preferably manufactured as a separate component and constructively designed such that it is the transmission element and if necessary, receives or stores further functional elements. As a separate Component supported the carrier console a modular structure of the device. This allows the entire Device advantageously automated to be mounted on the closing part. alternative is the vehicle console already before the assembly of the transmission element and optionally. Other components firmly connected to the closing part. The carrier console can be made as a separate component or integral component of the closing part his.

The control device serves the movements of the closing part between a plurality of positions, in particular between an open position and a closed position to control. The control device includes mechanical, electromechanical and where applicable, also electronic components, such as control electronics, Switching elements or other control means.

According to claim 2, e.g. Shear forces across a translational movement between the transmission element and the carrier console or closing part possible, whereby desired pivoting movements of a closing part between opening and closed position technically easy to implement.

The measures of claims 3 to 6 support stable relative movements between transmission element and closing part.

According to claims 7 to 11 is a space-saving Structure of the power transmission mechanism promoted.

An embodiment of the cable system with two cables according to claims 12 up to 15 carries to help make the power transmission mechanism in a balance of power is located when the adjustment in an intermediate position of the closing part is not active. This in turn supports mechanically stable intermediate positions of the closing part.

Claim 16 proposes a suitable electrical Adjusting drive before. The possibility is given via control signals an automated adjustment movement of the closing part (with coupling of electric motor and gear unit) or a manual opening or manual closing of the closing part To achieve (with decoupling of electric motor and gear unit). The corresponding control signals can be activated by actuating a switch, Buttons or the like can be generated. Control signals for the clutch can be triggered by certain positions of the closing part. Preferably, it is an electromagnetic clutch, which is easily controlled by control signals. The adjustment is preferably activated / deactivated by the electric motor turned on / off becomes.

According to claim 18, the device can be advantageously prepared as a kit or module, which is then simply ready for operation via an interface electrically connected. The interface is preferably part of a mounting-friendly plug-in connection. In particular, this module is integrated in a closing part (eg a motor vehicle door), which via the interface to a control electronics, eg control unit, controls or other control means is connectable. These means to be connected to the device can also be arranged within the closing part or on the closing part or be positioned externally.

Preferably, the closing part is as Motor vehicle door, Tailgate or trunk lid formed.

Claim 20 supports without additional components a good efficiency in the transformation of driving forces of the Adjusting drive in a pivoting movement of the vehicle door, when this should be drawn.

Claim 25 allows a comfortable positioning of the closing part in any intermediate positions or a stepless door holding. As a result, for example, an exact manual stop the Motor vehicle door in a certain intermediate position or their careful positioning in a parking space not mandatory. In this case, the one extreme position corresponds e.g. a door opening angle of about 15 °, while the other extreme position e.g. corresponds to a door end stop of about 85 °. Preferably, between the closed position and the facing her Extreme position no stepless door position provided. This is then a work area without the holding function, e.g. at opening angles 0 ° - 15 ° at one Vehicle door.

Claims 27 to 30 relate to advantageous activities for one suitable obstacle detection or anti-trap protection in an automated closing adjustment movement of the closing party. The Reversierweg is preferably predetermined (for example, 15 ° at a swiveling closing part), before the adjustment drive is deactivated. Is the obstacle detection in a workspace without the aforementioned hold function, will usefully reversed into a workspace with the hold function.

The invention is based on the in The drawings illustrated embodiments illustrated in more detail.

Showing:

1 A side view of the control device for controlling the adjustment movement of a motor vehicle door,

2 A front view of the control device in the direction of arrow II according to 1 .

3 A plan view of the control device in the direction of arrow III according to 1 .

4 A schematic and partial plan view of the control device in the direction of arrow IV according to 1 .

5 A schematic plan view of a part of a motor vehicle door in various positions with representation of the cable system,

6 A block diagram with a schematic representation of the motor vehicle door, an adjacent body region and control electronics for controlling the control device,

7 A flow chart with the operation of the control device in the automatic closing of a motor vehicle door.

The control device 1 According to FIG. 1, adjusting movements of a motor vehicle door serve - in the following briefly the door 2 Between an open position 3 and a closed position 4 to control. The control device 1 contains, among other things, an adjustment drive 5 , its drive housing 6 in a manner not shown on the door 2 is attached. For attachment, the housing screws 27 and / or screws for the housing holes 28 and / or other suitable attachment means.

The control device 1 has a carrier console 7 with several slot-like console perforations 8th on what the dead weight of the carrier console 7 reduce advantageous. The carrier console 7 is in the assembled state in the door 2 integrated and serves the storage and fixation of several to be described components of the control device 1 , By means of the carrier console 7 are components of the control device 1 in the required way at the door 2 stored and fixed. A plate-like front area 9 the carrier console 7 is from two screw holes 10 permeated, which correspond with corresponding fastening screws to the carrier console 7 with the door 2 firmly connect.

At the carrier console 7 is a designed as a rod or rod-like transmission element 11 stored. It is relative to the carrier console 7 , and thus relative to the door 2 , movably mounted. In a longitudinal direction 12 the carrier console 7 protrudes the transmission element 11 with a camp liberator 13 through a first front opening 14 of the front area 9 through the carrier console 7 out. The slot-like front opening 14 allows mobility of the transmission element 11 in a transverse direction 80 , The camp liberator 13 has a joint opening 15 on which one on a doorframe 16 or on a vehicle pillar (eg A-pillar or B-pillar) of the motor vehicle body fixed axis of rotation 17 is interspersed. In this way, the transmission element 11 at one's door 2 in closed position 4 surrounding frame of the body rotatably mounted. With a lagerfree 13 remote coupling region 18 is the transmission element 11 to the adjustment drive 5 coupled to mechanical forces between transmission element 11 and adjustment drive 5 transferred to.

For defined movements between carrier console 7 and transmission element 11 is provided between these parts a motion guide in the form of a slotted guide. In this case, the carrier console 7 a slide track or guideway 19 on while the transmission element 11 one in this guideway 19 engaging guide pin 20 wearing ( 4 ). It is the Slotted guide designed such that the transmission element 11 and the support bracket in a plane of movement passing through the longitudinal direction 12 and the transverse direction 80 are spanned, are movable relative to each other.

The power transmission between transmission element 11 and adjustment drive 5 takes place by means of a cable system, which on the one hand with the coupling area 18 of the transmission element 11 and on the other hand with the adjustment 5 is connected by force. The cable system includes a first pulley 21 for a first pull rope 22 and a second pulley 23 and a third pulley 24 for a second pull rope 25 , The pulleys 21 . 23 are on a roll holder 26 fixed. The roll holder 26 is in the coupling area 18 of the transmission element 11 firmly connected. The roll holder 26 also carries the guide pin 20 ,

The first pull rope 22 is with a first rope end 29 at a fixing section 30 the carrier console 7 fixed. This is the opposite of the pull rope 22 reinforced rope end 29 in a first fixation groove 31 introduced and due to the geometric dimensioning of the fixing groove 31 in the pulling direction against falling out of the fixing groove 31 secured. The same applies to the second pull rope 25 , which with a first rope end 32 in a second fixation groove 33 the carrier console 7 is fixed. The second rope ends of the pull ropes 22 . 25 are each with a rope drum 34 connected, which rotatably in the drive housing 6 the gear unit 5 is stored. The ropes 22 . 29 are with the rope drum 34 connected such that when moving the door 2 either the first pull rope 22 at the cable drum 34 wound up and the second pull rope 25 at the cable drum 34 is wound or vice versa the first pull rope 22 unwound and the second pull rope 25 is wound up. The two cables 22 . 25 are each of a protective jacket 38 . 39 surrounded, in which the corresponding pull rope 22 or 25 can move freely. At the drive housing 6 adjacent section of the second pull rope 25 is a spring element 40 arranged in the form of a tension spring. It is in a manner not shown in detail with the tension cables 22 . 25 so actively connected that a stretching behavior of the traction cables 22 . 25 be compensated in the course of the operating time and a possible Systemlose the cable system. In addition, the spring element carries 40 help with that the pull ropes 22 . 25 transmit the forces with a defined tension.

The first rope ends 29 . 32 are with respect to an imaginary, the two pulleys 21 . 23 separating line 81 (in 5 in closed position 4 shown) on two opposite sides of this dividing line 81 arranged, ie the first end of the rope 32 is on the left and the first end of the rope 29 on the right side of this dividing line 81 arranged. At the same time, both are the first rope ends 29 . 32 with respect to the transfer element 11 arranged diagonally opposite each other. The two pulleys 21 . 23 are in the longitudinal direction 12 spaced apart. Here are their perpendicular to the drawing plane extending central longitudinal axes 82 arranged parallel to each other and the pulleys 21 . 23 are approximately in the same plane.

When automatically closing the door 2 along the pivoting direction 83 in the direction of the closed position 4 becomes the first rope 22 at the cable drum 34 wound. This will be the door 2 automatically relative to the transmission element 11 moved and closer to the axis of rotation 17 used. Due to the design of the guideway 19 can shear forces on the carrier console 7 or the door 2 attack, allowing a pivotal movement of the door automatically 2 in the direction of the closed position 4 is supported. In closed position 4 is thus a larger portion of the first pull rope 22 wound up as in opening position 3 ( 5 ). For the second pull rope 25 this sequence is exactly the opposite, as it is corresponding to the cable drum 34 is fixed.

The roll holder 26 carries a cross-section in biconcave trained guide element 84 , which is between two pulleys 21 . 23 is arranged and a motion guide of the traction cables 22 . 25 supported.

The adjustment drive 5 has an electric motor 35 on which via a clutch 36 with a gear unit 37 coupled and from the gear unit 37 can be decoupled. The coupling 36 is controlled via control means to be described or an electronic control unit to achieve the coupling and decoupling.

The roll holder 26 carries on its the adjusting drive 5 facing side a fixing mandrel 41 , This engages in a half-shell-like recording 42 of a linear potentiometer - in the following short: potentiometer 43 - on. One of the recording 42 in the longitudinal direction of the potentiometer 43 opposite end of attachment 44 in the form of a ball stud is attached to the carrier console 7 attached. This is the potentiometer 43 on the one hand with the transmission element 11 and then with the door 2 mechanically connected. On the potentiometer 43 is over a first cable 45 one from the position of the door 2 dependent electrical voltage Up tapped.

The control device 1 has funds 46 for locking the door 2 in any intermediate positions between a first and a second extreme position. The extreme positions do not have to be with the opening position 3 and with the closed position 4 to match. In closed position 4 the door is running 2 approximately in the vehicle longitudinal direction 47 ( 5 ). The locking means 46 are as a substantially cylindrical member having a first joint end 48 and one in the longitudinal direction 12 opposite second hinge end 49 designed. The first joint end 48 is by means of a console screw 50 and a corresponding nut 51 at the carrier console 7 and thus at the door 2 rotatable ge outsourced. The axis of rotation runs approximately parallel to the axis of rotation 17 of the transmission element 11 , The second joint end 48 carries a condyle 52 , which is rotatably mounted in the assembled state on a rotation axis. This axis of rotation preferably runs parallel to the axis of rotation 17 and is also on the door frame 16 or another body area attached. In particular, the condyle is also 52 at the axis of rotation 17 stored ( 6 ). The second joint end 49 is from a slot-like console opening 85 surrounded by a distance. It can through a joint end 49 surrounding cuff to be sealed. The console opening 85 allows mobility between carrier console 7 and locking means 46 ,

The locking means 46 include a piston with piston rod, which along the longitudinal direction 12 is movable in a hydraulic cylinder. By spring-loaded valves in the piston pack, the hydraulic oil in both directions of movement along the longitudinal direction 12 only delayed flow. To overcome the holding force, which the door 2 holds in one position, the corresponding valve or valves must be opened by pressure build-up first. As soon as the valve opens, there is a larger cross-section free so that the hydraulic fluid flows with little force from one side of the piston along the longitudinal direction 12 can flow to the other side. As soon as the flow rate is reduced to zero by stopping the door (manual or automatic), the valve or valves close again due to the spring pressure. In this case, preferably, the first joint end 48 firmly connected to the piston rod, while the second joint end 49 is attached to the hydraulic cylinder. From an intermediate position of the door 2 until reaching the opening position 3 can also be provided a cushioning in the locking means, through which the movement of the door 2 immediately before reaching the opening position 3 is slowed down.

The control device 1 has an electrical interface 53 for electrical connections. the interface 53 is designed as a plug connection and contains three connectors. A first plug 54 is the first cable 45 assigned. A second plug 55 is a second cable 56 assigned. About this cable 56 will the clutch 36 driven. A third plug 57 is a third cable 58 assigned. About this third cable 58 becomes the electric motor 35 activated or supplied. The cables are cable ties 86 . 87 at the carrier console 7 and on the drive housing 6 mechanically secured. The control device 1 according to 1 to 3 forms a kind of module, which are installed in the vehicle at a suitable location and for operation via the interface 53 can be connected to an external control electronics, control devices or other control means. According to 5 is the control device 1 in the door 2 in a cavity between the outer skin 59 and an interior facing the vehicle interior 60 integrated.

In 6 is the hinging of the door 2 and the control device 1 on the vehicle body, namely on the door frame 16 , shown schematically. The rotation axis 17 is on the door frame 16 attached. By means of the hinges 61 is the door 2 on the doorframe 16 pivoted. In 5 are the hinges 61 through a pivot axis 88 symbolizes. The control device 1 is in the door 2 integrated and via the interface 53 wired with control means. The control means have a control unit 62 on which in the motor vehicle inside or outside the door 2 is arranged. To the control unit 62 is an actuator 63 connected to the manual release of the electrical door pull. The actuator 63 is preferably designed as a switch or button and arranged for example in the roof control unit of the motor vehicle.

Based on 6 the automatic door drawing is explained. As already mentioned, this Türzuziehung by actuation of the actuator 63 initiated. In a query step 66 Therefore, it is checked whether the switching state of the actuating element 63 has been set to "1." In this case, the controller receives 62 a corresponding signal Sb = 1. The control unit 62 then controls in one step 67 the adjustment drive 5 to turn it on. Here, the controller controls 62 first the clutch 36 with a control signal Sku to a traction or a coupling between the electric motor 35 and gear unit 37 to achieve, as in the initial state - that is, when the door is stationary 2 - the electric motor 35 and the gear unit 37 are decoupled. Then the electric motor 35 controlled to its energization with a control signal Sem.

In a next query step 68 becomes the potentiometer 43 tapped voltage Up in the control unit 62 evaluated. A voltage value corresponds to a certain position of the door 2 , Between two successive voltage values, which can be represented by their voltage difference ΔU, a defined time interval Δt elapses. If the voltage difference .DELTA.U in the defined time interval .DELTA.t too small, the door has 2 covered too small a distance. The quotient ΔU / Δt falls below a threshold value w. This is interpreted as an obstacle. Alternatively, an obstacle detection can also take place in that a time interval between two successive voltage signals is determined and compared with a predetermined time interval.

Once an obstacle has been detected, the controller controls 62 in one step 69 the adjustment drive 5 on. The electric motor 35 is either turned off or reversed first and then turned off. Thereafter, the controller controls 62 in one step 70 the coupling 36 with a corre sp Sku signal to the adhesion between the electric motor 35 and gear unit 37 repealed. A continuation of the closing process is possible by the actuator 63 is pressed again.

In the automatic closing process, the adjustment 5 - if the obstacle is not registered - remain activated until the closing position 4 is reached in the door 2 is completely closed. Then the adjustment drive 5 deactivated by appropriate control signals Sem and Sku to electric motor 35 and gear unit 37 (Steps 72 . 73 ).

Alternatively, the closing operation can take place immediately before reaching the closing position as follows: from a certain engagement position (there may be several engagement positions) of the door lock (eg lock / rotary latch in the door 2 and corresponding striker in the door frame), at which the door 2 not yet completely in the closed position 4 is closed, an automatic closing aid, in particular servo closure, can be activated.

For this purpose, the control device 1 supplemented by switching elements, which with the control electronics or the control unit 62 interact. In the door 2 associated lock part is a switching element in the form of a microswitch 64 arranged, which also to the control means, in particular the control unit 62 connected. He registers the above-mentioned specific engagement position. From his switching state is the release of the closing aid for final closing of the door 2 in the door frame or in the lock of the door frame dependent. The switching state of a control switch 65 , preferably a door contact switch, changes as soon as the closed position 4 is reached. In this case, the closing aid, in particular by means of the changed switching state of the control switch 65 , deactivated.

In one step 71 the controller asks 62 the switching state Sm of the microswitch 64 from. For example, assume that the switching state Sm = 0 with the door open 2 is and switches to Sm = 1, when the lock parts come in the aforementioned specific engagement position. The query steps 68 and 71 can be consecutive or parallel. If the switching state Sm = 1 is registered, the control unit switches 62 via a corresponding control signal Sem the electric motor 35 off (step 72 ) and then decoupled via a corresponding to the clutch 36 sent control signal Sku the electric motor 35 and the gear unit 37 from each other (step 73 ). In addition, the switching state Sm = 1 can be used to disable the obstacle detection or the anti-trap protection. In addition, when the switching state Sm = 1 is registered, the closing aid is automatically activated (step 74 ) to the door 2 finally close. The control switch 65 will be switched when the door 2 finally closed. Assumed switching state Sk = 0 before the final closing of the door 2 receives the control switch 65 the switching state Sk = 1 when the door is finally closed 2 (Step 75 ). The control means or the control unit 62 register the new switching state Sk and can reset itself and / or possibly further control means in a reset state (step 76 ).

It should be noted that the application of the described automatic closing operation and / or the closing aid for the final closing of the door 2 not on this door 2 is limited as a closing part. Rather, these components and procedures on all types of closing parts - even outside the vehicle sector - applicable. Also, the control means and switching elements need not necessarily be electrical components; partially or completely, optical components or other technologies for switching, controlling, activating and deactivating may also be provided.

As in the closed position of the door 2 electric motor 35 and gear unit 37 The door can be decoupled from each other 2 be opened manually without unnecessary effort.

Alternatively, an automatic electric opening of the door 2 from the closed position 4 out by actuating the actuator 63 respectively. After this operation and a release of the door 2 by appropriate unlocking the door lock can in principle the step 67 and a suitable evaluation and processing of the potentiometer 43 can be tapped voltage until a defined opening position is reached. In this opening position can then automatically step 72 and step 73 to be triggered.

It should be noted that the in the drawings illustrated dimensions of individual components not necessarily true-to-scale illustrations are.

Claims (30)

Motor vehicle with a device ( 1 ) for controlling the adjusting movement of a closing part ( 2 ) by means of a on the closing part ( 2 ) fixed adjusting drive ( 5 ), characterized in that one with the closing part ( 2 ) firmly connected carrier console ( 7 ) is provided, on which a transmission element ( 11 ), which - relative to the carrier console ( 7 ) is movable, - with a storage area ( 13 . 15 ) on a body section ( 16 ) is movably mounted and - with a storage area ( 13 . 15 ) remote coupling region ( 18 ) with the adjustment drive ( 5 ) is coupled to transmit mechanical forces. Motor vehicle according to claim 1, characterized in that the transmission element ( 11 ) in different directions ( 12 . 80 ) relative to Trä gerkonsole ( 7 ) is movable. Motor vehicle according to claim 1 or 2, characterized by a motion guide between transmission element ( 11 ) and carrier console ( 7 ). Motor vehicle according to claim 3, characterized in that the transmission element ( 11 ) and the carrier console ( 7 ) are movably connected to each other via a slotted guide. Motor vehicle according to claim 4, characterized in that - the carrier console ( 7 ) a guideway ( 19 ) and - that the transmission element ( 11 ) one with the guideway ( 19 ) corresponding guide pins ( 20 ) wearing. Motor vehicle according to claim 1, characterized in that the storage area ( 13 . 15 ) of the transmission element ( 11 ) on a pivot bearing ( 17 ) of the body is stored. Motor vehicle according to claim 1, characterized in that it comprises a cable pull system ( 22 . 29 ), which on the one hand with the coupling region ( 18 ) of the transmission element ( 11 ) and on the other hand with the adjustment drive ( 5 ) is operatively connected. Motor vehicle according to claim 7, characterized in that the cable system ( 22 . 25 ) at least one deflection roller ( 21 . 23 ) for at least one traction cable ( 22 . 25 ) contains. Motor vehicle according to claim 8, characterized in that a deflection roller ( 21 . 23 ) at the coupling area ( 18 ) of the transmission element ( 11 ) is fixed. Motor vehicle according to claim 8, characterized in that a first traction cable ( 22 ) - with a first end of the rope ( 29 ) at a fixing section ( 30 ) of the carrier console ( 7 ) is fixed and - with a second end of the rope with the adjustment ( 5 ) is operatively connected. Motor vehicle according to claim 10, characterized in that the adjusting drive ( 5 ) to a cable drum ( 34 ), with which the second cable end of the first pull cable ( 22 ) connected is. Motor vehicle according to one of claims 7 - 11, characterized in that at least two pulleys ( 21 . 23 . 24 ) are provided, wherein - the first deflection roller ( 21 ) the first pull rope ( 22 ) and a second deflection roller ( 23 ) a second traction cable ( 25 ), - the two deflection rollers ( 21 . 23 ) in a direction of movement ( 12 ) of the transmission element ( 11 ) spaced from each other at the coupling region ( 18 ) of the transmission element ( 11 ) are fixed. Motor vehicle according to claim 12, characterized in that the second traction cable ( 25 ) with a first cable end ( 32 ) at a fixing section ( 33 ) of the carrier console ( 7 ) is fixed and with a second end of the rope with the adjustment ( 5 ) is operatively connected. Motor vehicle according to claims 10 and 13, characterized in that the two fixing sections ( 30 . 33 ) with respect to an imaginary, the two pulleys ( 21 . 23 ) dividing line ( 81 ) on two opposite sides of this dividing line ( 81 ) are arranged. Motor vehicle according to one of claims 10 - 14, characterized in that the second cable ends of the two traction cables ( 22 . 25 ) with the cable drum ( 34 ) are connected in such a way that when the cable drum is moved ( 34 ) either the first pull rope ( 22 ) and the second pull rope ( 25 ) or vice versa. Motor vehicle according to one of the preceding claims, characterized in that the adjusting drive ( 5 ) an electric motor ( 35 ), which via a coupling ( 36 ) with a gear unit ( 37 ) and from the transmission unit ( 37 ) can be decoupled. Motor vehicle according to one of the preceding claims, characterized in that it has an electrical interface ( 53 ) for an electrical connection. Motor vehicle according to one of the preceding claims, characterized in that the control device ( 1 ) at least partially to the closing part ( 2 ), in particular in the closing part ( 2 ) is installed, arranged. Motor vehicle according to one of the preceding claims, characterized in that the closing part as a motor vehicle door ( 2 ) is trained. Motor vehicle according to claim 19, characterized in that the motor vehicle door ( 2 ) is inclined relative to a vertical plane in the direction of the vehicle interior. Motor vehicle according to claim 16, characterized in that the coupling ( 36 ) via control means ( 62 ) is controllable for coupling and decoupling. Motor vehicle according to claim 21, that the activation takes place in such a way that the electric motor ( 35 ) and the transmission unit ( 37 ) with unmoved closing part ( 2 ) and / or when the electric motor is deactivated ( 35 ) are decoupled. Motor vehicle according to claim 21, characterized in that the activation takes place in such a way that the electric motor ( 35 ) and the transmission unit ( 37 ) with activated electric motor ( 35 ) are coupled. Motor vehicle according to one of the preceding claims, characterized in that the adjusting drive ( 5 ) - via an actuator ( 63 ) is activatable and - is controllable such that it when adjusting the closing part ( 2 ) from the closed position ( 4 ) remains deactivated. Motor vehicle according to one of the preceding claims, characterized in that means ( 46 ) for locking the closing part ( 2 ) in any intermediate positions between a first and a second extreme position. Motor vehicle according to one of the preceding claims, characterized in that an obstacle detection is provided which, when the obstacle is detected, during the closing adjustment movement the adjusting drive ( 5 ) with a control signal (Sem) controls for deactivating or reversing the Verstellan drive ( 5 ). Motor vehicle according to claim 26, characterized in that for obstacle detection one of the position of the closing part ( 2 ) dependent physical variable (Up) is evaluated. Motor vehicle according to claim 27, characterized in that a variable ohmic resistance ( 43 ) with the closing part ( 2 ) is mechanically connected such that at the resistor ( 43 ) A position-dependent electrical voltage (Up) can be tapped. Motor vehicle according to claim 26, characterized in that the trigger the control signal (sem) dependent is from the comparison of two consecutive voltage values (ΔU) with a threshold (w). Motor vehicle according to claim 29, characterized in that of two consecutive voltage values (ΔU) and a predetermined time interval (Δt) Quotient is formed for comparison with the threshold (w).