EP1556568B1 - Actionneur pour unites mobiles de vehicules automobiles - Google Patents

Actionneur pour unites mobiles de vehicules automobiles Download PDF

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Publication number
EP1556568B1
EP1556568B1 EP03750588A EP03750588A EP1556568B1 EP 1556568 B1 EP1556568 B1 EP 1556568B1 EP 03750588 A EP03750588 A EP 03750588A EP 03750588 A EP03750588 A EP 03750588A EP 1556568 B1 EP1556568 B1 EP 1556568B1
Authority
EP
European Patent Office
Prior art keywords
electric motor
actuator according
actuator
power
adjusting element
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP03750588A
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German (de)
English (en)
Other versions
EP1556568A1 (fr
Inventor
Stefan Armbruster
Uwe Reddmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kiekert AG
Original Assignee
Kiekert AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kiekert AG filed Critical Kiekert AG
Publication of EP1556568A1 publication Critical patent/EP1556568A1/fr
Application granted granted Critical
Publication of EP1556568B1 publication Critical patent/EP1556568B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/25—Actuators mounted separately from the lock and controlling the lock functions through mechanical connections
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/20—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators for assisting final closing or for initiating opening
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/56—Control of actuators
    • E05B81/62—Control of actuators for opening or closing of a circuit depending on electrical parameters, e.g. increase of motor current

Definitions

  • the invention relates to an actuator for movable motor vehicle units such as tailgates, sliding doors, door locks, etc., with an electric motor, an actuator and a return device for the control element and / or the electric motor and / or a coupling unit between actuator and motor vehicle unit, wherein the Electric motor moves the actuator against the force of the return device against a stop in a blocking position.
  • a generic actuator according to EP 0 147 549 A2 is concerned with an electrical central locking device for motor vehicles. At least one electrical position detector ensures that the actuator is switched off.
  • a flap hinge arrangement known from DE 199 45 755 A1, in which by means of the electric motor, a coupling element is brought when energized in a releasable positive or non-positive connection. After switching off the electric motor, the return means in the form of a return spring ensures that the disengaged state is resumed.
  • DE 197 10 834 A1 has disclosed a device and a method for actuating a blocking element.
  • the blocking element is led out of a housing and can be activated by control signals of an electric motor.
  • One with the blocking element cooperating position sensor is arranged in the housing so that the position sensor can generate a current position of the blocking element in the housing corresponding, electrical position signal.
  • a control device for controlling operating states of the electric motor in response to the position signal is provided.
  • the US 4,358,718 deals with a central locking system in which each actuator can be acted upon separately.
  • EP 1 096 087 A2 discloses a motor vehicle door lock in which the drive is energized at least within a time interval required for adjusting the drive device and the drive is mechanically blocked within or at the end of the time interval. The energization of the drive and thus its torque and / or speed is reduced along a ramp.
  • the invention is based on the technical problem to further develop an actuator of the embodiment described above so that damage to the electric motor can be reliably avoided with reduced energy consumption.
  • a generic actuator according to the invention is characterized in that after an adjustable delay time - following the taking of the blockage position - the electric motor supplying electric power is reduced to a blockade position of the control element just still ensuring value.
  • the actuator may act directly on the motor vehicle unit to be moved, d. H. for example, be connected to the tailgate or sliding door. It is also possible that the control element is integrated in a motor vehicle door lock and here, for example, provides for central locking, as described in EP 0 147 549 A2.
  • the actuator can also work on the interposed between the actuator and motor vehicle unit optional coupling unit.
  • the electric motor When energized, the electric motor then ensures that a coupling element produces a positive and / or non-positive connection between the actuating element and the motor vehicle unit when the stop for the actuating element is reached.
  • the stop can also be formed here by a counter-coupling element.
  • the restoring device may be associated with the coupling unit and ensures that the at least one movable coupling element is set back after switching off the electric motor in the position of the disengaged state, as is done in principle in the context of DE 199 45 755 A1.
  • This position sensor may be a speed sensor in and / or on the electric motor and / or a displacement sensor in and / or on the actuating element. With the help of the speed sensor, for example, it can be determined whether and in which direction of rotation the electric motor moves.
  • the position sensor may also be a power receiving device which determines and evaluates the electric power supplied to the electric motor over time. From this it is possible in particular to draw conclusions about the blockage position, which corresponds to an increased power consumption.
  • a control unit which controls the electric power applied to the electric motor in response to input signals of the aforementioned position sensor. This is done especially after the delay time, where the control unit ensures that this electrical power is successively reduced. This can be done along a linear course over time. In the context of the invention it has however, has proved beneficial in representing an almost exponential decrease in power over time.
  • the invention also proposes that the control unit together with the position sensor forms a closed loop.
  • the values recorded by the position sensor are registered by the control unit as a reference variable and converted into electrical power as a controlled variable for the electric motor.
  • the regulation of the electric power is now approximated in the blocking position to a holding value by the electrical power supplied to the electric motor is continuously (exponentially) reduced, namely until the position sensor detects a backward movement of the electric motor as a result of the restoring acting reset device.
  • the electrical power is increased again, until in turn the actuator moves against the force of the return device to the stop.
  • the electric power is then reduced again until the holding value appoximated in this way is reached after an adjustable time of cycles. That is, an approximation method is used for the approximation to the hold value, for example using the Newtonian approximation method.
  • the delay time between reaching the blockage position and the reduction of the electric power supplied to the electric motor is set to values of less than 1 sec. Because this period of time is completely sufficient to any elasticities to overcome in the entire drive chain and to achieve a defined position of the actuating element.
  • the delay time may generally be between 0.2 and 0.8 sec., Preferably about 0.5 sec.
  • the return device is usually a return spring, although of course other media such. As an air and / or hydraulic spring can be used.
  • an actuator for movable motor vehicle units in which the electrical power after reaching the blocking position of the actuating element following an adjustable delay time (which may also be zero) is successively reduced, and that significantly.
  • the blockage position is maintained unchanged. This reduces the heating of the electric motor and at the same time eliminates damage. As a result, the lifetime increases and downtime can be reduced to virtually zero.
  • the invention is based essentially on the recognition that to achieve the blockage position of the actuating element and / or the motor vehicle unit connected thereto a multiple of that electrical power is required, which is sufficient to hold the actuator in just this functional position in connection thereto ,
  • the reasons for this are first of all to be mentioned in the adjusting movement to overcome sliding friction forces that do not occur in the blocking position (more).
  • the reset device For example, a return spring to compress than to maintain this compressed state.
  • the adjusting movement to overcome elasticities in the blocking position also contribute only to a reduced extent to the power consumption.
  • the electric motor can hold the actuator in the outlined position with a much lower electrical power than previously had to be applied for the actuating movement.
  • the actuator actuates the coupling unit between the actuator and the motor vehicle unit.
  • reduced electrical power is required to hold the movable coupling element in the engaged position as are needed for closing the coupling unit.
  • the adjustable delay time following the achievement of the blockage position ensures that after a short period of time the described power reduction is initiated to load the electric motor.
  • this power reduction is performed by the control unit in a closed loop and results in an approximate hold for the electrical power. This corresponds to a value for the electrical power, which just barely guarantees the blockage position of the actuating element. In this respect, an optimum value for the application of power to the electric motor is achieved.
  • the main benefits are the main benefits.
  • an actuator for movable motor vehicle units 1 is shown. This may be in the context of the embodiment to a motor vehicle door latch 1, which is transferred from the actuator in the "unlocked” and “locked” positions, and similar, as described in US-PS 4,358,718. In principle, however, a tailgate or a tailgate hinge arrangement can also be applied with the aid of the illustrated actuator, as is the subject matter of DE 199 45 755 A1 or also DE 199 60 373.
  • the actuator performs in the embodiment, linear positioning movements in the direction of the double arrow, and that acted upon by an electric motor 2, against the force of a return device.
  • the reversing electric motor 2 drives an output shaft 4 with a driven gear 5, which meshes with a spring gear 6, which carries in its interior the return device 3 in the form of a return spring 3 and spiral spring 3.
  • Rotations of the Electric motor 2 cause that connected to the spring gear 6 spindle rod 7 is also rotated with thread, whereby a located on the spindle rod 7 spindle nut 8 and an actuator 8 performs the desired positioning movements.
  • the spindle nut 8 is extended, this results in that the coil spring 3 is compressed and builds up restoring forces, which, after the elimination of the application by the electric motor 2, the spindle nut 8 (and the electric motor 2) move back to its original position.
  • the electric motor 2 now ensures that the spindle nut 8 or the adjusting element 8 moves against a stop 9, and indeed within a time period T 1 or the positioning time.
  • the electric motor 2 is supplied with a constant high electrical power after reaching this blocking position so that the corresponding position of the motor vehicle door lock 1 is perfectly maintained.
  • the receipt and maintenance of the blockage position shown in FIG. 1, d. H. the system of the control element 8 on the stop 9, is monitored by means of a position sensor 10.
  • This position sensor 10 is integrated into the electric motor 2, is electrically connected to a control unit 11 and evaluates speed signals of the electric motor 2.
  • the position sensor 10 can also draw conclusions about the movement of the electric motor 2 and, in particular, the achievement of the blockage position from the time profile of the electrical power P received by the electric motor 2. Not shown is the possibility of using the position sensor 10 to determine the distance traveled by the actuator 8 way.
  • a coupling unit 12 between actuator 8 and motor vehicle unit 1 which has a connected to the adjusting element 8 and movable with this coupling element 12a and a counter-coupling element 12b.
  • the opposing coupling element 12b which is fixed in relation to the coupling element 12a, acts like the stop 9 and ensures the connection of the adjusting element 8 with the stop element Motor vehicle unit 1 with the clutch unit 12. Then, if necessary, mechanical movements from the electric motor 2 or another drive unit can be transmitted to the motor vehicle unit 1 via this connecting strand 8, 12.
  • the control unit 11 now specifies the electric power P supplied to the electric motor 2, specifically in the context of the invention according to the time profile according to FIG. 2b. It can be seen that, depending on input signals of the position sensor 11, the electric power P applied to the electric motor 2 is reduced after the delay time T 2 has elapsed, successively along an exponential curve. This happens until a holding value P 2 of the electric power is reached, namely after a further time period T 3 .
  • control unit 11 forms a closed control loop together with the position sensor 10, wherein the values recorded by the position sensor 10 are detected by the control unit 11 as a reference variable and converted into the respective electrical power P as a controlled variable for the electric motor 2.
  • the regulation of the electric power P approximates the above-mentioned hold value P 2 , following an approximate process.
  • This approximation method may be the Newtonian approximation method, in which the exponential profile is simulated by individual juxtaposed secants (see also Dubbel "Taschenbuch für die Maschinenbau, 18th edition 1995, pages A 106, A 107). ,
  • the delay time T 2 which starts from the beginning of the blockade, ie with the second increase in the power consumption P for the electric motor 2, is usually measured below 1 sec. And in the exemplary embodiment is about 0.5 sec. That is, it applies , T 2 ⁇ 0, 5 sec. Until the holding value P 2 is reached, usually only about half a second elapses. That is, T 3 ⁇ 0.5 sec.
  • the control of the power P of the electric motor 2 is carried out by the control unit 11 in the sense of a pulse width modulated current supply. That is, the electric motor 2 usually receives rectangular current pulses given time and frequency. As a result, at a given and fixed DC voltage, the respectively provided electrical power P can simply be determined by the product of the duration of the respective current pulses times their current value.

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  • Power-Operated Mechanisms For Wings (AREA)

Claims (10)

  1. Mécanisme de commande pour organes de véhicule mobiles (1) tels que hayons, portes coulissantes, fermetures de porte (1) etc. avec un moteur électrique (2), un élément de commande (8) et un dispositif de rappel (3), le moteur électrique (2) déplaçant l'élément de commande (8) contre la force du dispositif de rappel (3) jusqu'à une butée (9) dans une position de blocage caractérisé en ce qu'après une durée de temporisation réglable (T2), la puissance (P) électrique alimentant le moteur électrique (2) est réduite à une valeur (P2) garantissant tout juste encore la position de blocage de l'élément de commande (8).
  2. Mécanisme de commande selon la revendication 1 caractérisé en ce qu'une unité de couplage (12) est prévue entre l'élément de commande (8) et l'organe du véhicule (1).
  3. Mécanisme de commande selon la revendication 1 ou 2 caractérisé en ce que la prise ou le maintien de la position de blocage de l'élément de commande (8) est déterminé par un détecteur de position (10), par exemple un transmetteur de vitesse (10) dans et/ou au moteur électrique (2) et/ou par un détecteur de course dans et/ou à l'élément de commande (8).
  4. Mécanisme de commande selon les revendications 1 à 3 caractérisé en ce qu'une unité de commande (11) est prévue qui réduit successivement après l'expiration de la durée de temporisation (T2) la puissance (P) électrique appliquée au moteur électrique (2) en fonction des signaux d'entrée du détecteur de position (10).
  5. Mécanisme de commande selon les revendications 1 à 4 caractérisé en ce que la puissance absorbée du moteur électrique (2) est évaluée sur la durée (t) et à partir de là est conclue à la position de blocage.
  6. Mécanisme de commande selon les revendications 1 à 5 caractérisé en ce l'unité de commande (11) forme avec le détecteur de position (10) un circuit de réglage fermé (10, 11), les valeurs enregistrées par le détecteur de position (10) étant prises comme grandeurs de référence par l'unité de commande (11) et mises en oeuvre dans la puissance électrique (P) comme grandeur réglée pour le moteur électrique (2) et le réglage de la puissance électrique (P) étant approché à une valeur de maintien (P2) dans la position de blocage.
  7. Mécanisme de commande selon les revendications 1 à 6 caractérisé en ce que l'approche à la valeur de maintien (P2) suit une méthode d'approximation, par exemple la méthode d'approximation de Newton.
  8. Mécanisme de commande selon les revendications 1 à 7 caractérisé en ce que la durée de temporisation (T2) est mesurée en dessous de 1 seconde, en règle générale elle est d'env. 0,2 à 0,8 seconde, de préférence env. 0,5 seconde.
  9. Mécanisme de commande selon les revendications 1 à 8 caractérisé en ce que la puissance électrique (P) est réduite de façon exponentielle après avoir atteint la durée de temporisation (T2).
  10. Mécanisme de commande selon les revendications 1 à 9 caractérisé en ce que le dispositif de rappel (3) est formé en tant que ressort de rappel (3).
EP03750588A 2002-09-21 2003-09-20 Actionneur pour unites mobiles de vehicules automobiles Expired - Lifetime EP1556568B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10243893 2002-09-21
DE2002143893 DE10243893A1 (de) 2002-09-21 2002-09-21 Stellantrieb für bewegbare Kraftfahrzeug-Aggregate
PCT/EP2003/010486 WO2004029392A1 (fr) 2002-09-21 2003-09-20 Actionneur pour unites mobiles de vehicules automobiles

Publications (2)

Publication Number Publication Date
EP1556568A1 EP1556568A1 (fr) 2005-07-27
EP1556568B1 true EP1556568B1 (fr) 2006-06-21

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ID=31969354

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03750588A Expired - Lifetime EP1556568B1 (fr) 2002-09-21 2003-09-20 Actionneur pour unites mobiles de vehicules automobiles

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EP (1) EP1556568B1 (fr)
AU (1) AU2003270231A1 (fr)
DE (2) DE10243893A1 (fr)
WO (1) WO2004029392A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006020799B4 (de) * 2006-05-03 2018-01-04 Huf Hülsbeck & Fürst Gmbh & Co. Kg Verriegelungseinrichtung mit einem bürstenlosen Gleichstrom-Antriebsmotor
DE202007016719U1 (de) * 2007-11-28 2009-04-02 Kiekert Ag Kraftfahrzeugtürverschluss
DE102011008992A1 (de) 2011-01-20 2012-07-26 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Verschlussvorrichtung
DE102012010456A1 (de) * 2012-05-26 2013-11-28 Kiekert Aktiengesellschaft Kraftfahrzeugtürschloss
DE102016209915A1 (de) 2016-06-06 2017-12-07 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Verstellantrieb eines Kraftfahrzeugs

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2460562A1 (fr) * 1979-07-03 1981-01-23 Mecanismes Comp Ind De Dispositif electrique de commande centralise, notamment pour serrures de vehicule automobile
DE3347024A1 (de) * 1983-12-24 1985-07-04 Vdo Adolf Schindling Ag, 6000 Frankfurt Elektrische zentralverriegelungsvorrichtung fuer kraftfahrzeuge und verfahren zur elektrischen zentralverriegelung
GB2309251B (en) * 1996-01-16 2000-05-17 Nissan Europ Tech Centre Electrical central locking arrangement
DE19710834C2 (de) * 1996-03-18 2002-10-31 Eak Electronic Alarm Kromer Gm Vorrichtung und Verfahren zum Betätigen eines Sperrelements
DE50111513D1 (de) * 2000-02-11 2007-01-11 Brose Schliesssysteme Gmbh Kraftfahrzeug-Türschloss und Verfahren zum Steuern desselben
DE10032664C2 (de) * 2000-07-05 2003-10-16 Daimler Chrysler Ag Verriegelungssystem für ein Fahrzeug
JP2002034286A (ja) * 2000-07-17 2002-01-31 Nec Corp Ｈブリッジ型モータ駆動回路

Also Published As

Publication number Publication date
EP1556568A1 (fr) 2005-07-27
WO2004029392A1 (fr) 2004-04-08
DE50303992D1 (de) 2006-08-03
AU2003270231A1 (en) 2004-04-19
DE10243893A1 (de) 2004-04-01

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