EP1614840B1 - Assisted final closing device for an open wing or door of a vehicle - Google Patents

Abstract

The device has a lock that releases a lock part in the open position and traps it in the closed position, a motor-driven closure aid and at least one sensor that switches the motor on and/or off in a defined position of the flap (10) or door. The aid is independent of the lock and is a device of two parts (12,50), one mounted on the door or flap and the other on the body (11) of the vehicle.

Description

The invention is directed to a device specified in the preamble of claim 1 Art.

This device initially comprises a lock which is fastened to the flap or door or to the body. The lock is reversible between its open position in at least one closed position. In the open position, the lock releases a closing part which is seated on the body or on the flap or door, as a result of which the flap or door can be opened. When closing the flap or door, the lock cooperates with the closing part and is supported by a closing aid, which can be driven by a motor. In the closed position, the lock detects the closing part and thereby holds the flap or door in the closed position. At least one sensor is provided, which during the closing process responds to a specific first position of the flap or the door or the lock and then sets the motor effectively. In a second position of the flap or door, the engine is switched off again.

The motor of the closing aid can bring about a movement of the closing part in the closing direction when the associated component in the lock has already grasped the closing part and initially holds it in a so-called preliminary catch, DE 199 55 883 A1 ). The aforementioned movement of the closing part then transfers the lock component into its main latching position.

However, there are also devices where the closing aid acts on the components of the lock, e.g. on a rotary latch, which detects the closing part and initially also holds in a pre-catch. By means of the closing aid, the catch is further rotated from its pre-rest position into a main branch. Then the closed position of the lock is present.

The JP 03172486 A shows a device, where the bearing of a lever-shaped hook member is received in a slotted guide of a lock housing. At one end point of the slotted guide, the hook member is pivoted via a push rod from a release position into an engagement position to a web. Then, a working lever is pivoted by means of a motor via a Bowden cable, the is pivotally mounted on the lock housing. If the working lever is pivoted via the Bowden cable, the working lever takes with it the one end of a lever-shaped tension member, which is mounted on the lock housing on the same pivot bearing as the working lever. The other end of the tension member engages the hook member. If the working member is pivoted over the Bowden cable, the hook is transferred from the tension member in the slide guide of the lock housing in a low position. Because the hook member is in its engaged position with respect to the web, the web also reaches a lower position. In this way, although a Zuziehhilfe done, but it requires numerous components that occupy a lot of space in the lock housing. Further, a two-part Zuzieheinrichtung is used, one part of which is arranged on the body and the other part of the flap or door of the vehicle. The one, active part of Zuzieheinrichtung consists of a motor-driven pair of levers, one lever has a hook. The other passive part of the closing device is a stationary bridge. The pair of levers ensures that the hook is adjusted by the motor with respect to the web both between an engagement position and a release position and between a low position and a high position.

All of the aforementioned devices require a large space in the lock housing or in the region of its closing part for the closing aid. The lock housing leaves little room for a closing aid.

The invention has for its object to develop a reliable device with a Zuziehhilfe, which is designed spatially and functionally cheaper. This is inventively achieved by the measures specified in claim 1, which have the following special significance.

In the invention, the lever pair consists of at least one normally pivotally mounted main lever and a main lever rotatably mounted sub-lever. The engine is driven by a main control cam acting on the main lever. At the same time, a secondary control cam interacting with the secondary lever sets in motion. The hook sits on the secondary lever and is rotated by the sub-control cam between an engagement position and a release position relative to the web. In the drive case, the main cam pivots the main lever. As a result, the bearing is pivoted by the sub-lever and transfers the sub-lever between a low position and a high position. This ensures a precise pulling the flap or door to the body.

Fig. 1

die Ansicht auf eine erfindungsgemäße, an einer Heckklappe eines Fahrzeugs befestigte Zuzieheinrichtung, die mit einem an der Karosserie sitzenden ortsfesten Steg zusammenwirkt,

Fig. 2 bis 4

nur die wesentlichsten Bauteile der Zuzieheinrichtung von Fig. 1 in drei aufeinanderfolgenden Phasen der Zuziehbewegung der Heckklappe an die Karosserie des Fahrzeugs,

Fig. 5 + 6

zwei weitere Phasen der bereits in den Fig. 2 bis 4 gezeigten Bauteile nach Abschluss des Zuziehvorgangs, wenn sich das nicht näher gezeigte Schloss in seiner endgültigen Schließposition befindet und die erfindungsgemäße Zuzieheinrichtung nicht mehr benötigt wird,

Fig. 7,

in einer der Darstellung von Fig. 3 entsprechenden Phase, ein zweites Ausführungsbeispiel der erfindungsgemäßen Zuziehhilfe, wenn diese gleichzeitig mit einem Einklemmschutz versehen ist, und

Fig. 8

die Zuzieheinrichtung von Fig. 7 in einer späteren Arbeitsphase, nachdem der Einklemmschutz wirksam geworden ist.

Further measures and advantages of the invention will become apparent from the dependent claims, the following description and the drawings. In the drawings, the invention is illustrated in two embodiments. They show schematically:

Fig. 1

the view of an inventive, attached to a tailgate of a vehicle Zuzieheinrichtung, which cooperates with a seated on the body stationary web,

Fig. 2 to 4

only the most essential components of the closing device of Fig. 1 in three successive phases of the closing movement of the tailgate to the body of the vehicle,

Fig. 5 + 6

two more phases already in the Fig. 2 to 4 shown components after completion of the closing operation when the lock not shown in detail is in its final closed position and the closing device according to the invention is no longer needed,

Fig. 7,

in a representation of Fig. 3 corresponding phase, a second embodiment of the invention Zuziehhilfe, if this is provided simultaneously with a anti-trap, and

Fig. 8

the closing device of Fig. 7 in a later work phase, after the anti-pinch protection has become effective.

In the Fig. 1 shown closing device 20 is used in a tailgate 10 of a vehicle. The flap 10 is to be moved relative to the body 11 of the vehicle, where a Zuzieheinrichtung 20 belonging to the web 12 is stationary. The web 12 is located on a web support 13, which is designed here as a two-legged bracket. The web 12 connects the two legs of the bracket 13. In the drawings, the front leg is broken away, so that the web 12 appears in cross section. The two parts of the closing device could exchange their positions between the flap 10 and the body 11. Instead of a tailgate 10, a door could also be provided with the closing device 20 according to the invention.

The active part of the closing aid 20 according to the invention consists of a pair of levers 50 which are coupled to one another in a special way and which comprises a main lever 22 and a secondary lever 23. While the main lever 22 is pivotally mounted with its one end 44 in a stationary bearing 19, the corresponding pivot bearing 31 is for the secondary lever 23 on the main lever 22. When the main lever 22 in the direction of the arrow 42 of Fig. 1 is pivoted, takes the main lever 22, the pivot bearing 31 from the secondary lever 23 with. The pivot bearing 31 is thus movable and occupy different height positions 31.1 and 31.2 relative to the web 12, as will be described in more detail. The main lever 22 has a control arm 36 which is supported on a main cam 28. For this purpose, the main lever 22 is force-loaded by a spring against the main cam 28. The pivotal movement of the main lever 22 via a motor 15th downstream gear 16 and a worm 17 which drives a seated on the drive shaft 30 of the main cam 28 worm wheel 18.

With respect to its pivot bearing 31, the secondary lever 27 is adjustable between different rotational positions. This is caused by a secondary control cam 29. The auxiliary control cam 29 is driven by the motor 15 and its gear 16 to 18 in the direction of the arrow 35. The secondary lever 23 has the following special structure.

The sub-lever 23 is formed with three arms. This first includes a control arm 24, which is supported under the action of a spring load on the secondary control cam 29, while an angled extending actuating arm 25 end 26 has a hook. Finally, the secondary lever 23 also has an additional arm 27, which is provided with an engagement point 34 for the traction means 33 of an emergency operation. The emergency operation 33 is then manually operable when the electrical control fails.

The lever pair 50, the motor 15 and its gear 16 to 18 form the active part of the closing device 20 according to the invention. This active part is installed in a housing 21 which is fastened to the flap 10. The housing 21 has a slot 32 in which the bracket 13 can retract with its web 12, such as Fig. 1 shows. The hook 26 from the secondary lever 23 cooperates with the web 12 of the bracket 13. How that happens in detail is out of the Fig. 2 to 6 in which five different working phases of the most important components of the closing device 20 according to the invention are shown.

In the open position of the flap 10, the lever pair 50 takes the Fig. 2 apparent location. The motor rests, the two control cams 28, 29 are in an output rotational position, the in Fig. 2 marked with 0 °. Then the main lever 22 is with its control arm 36 at the minimum 39 of its main cam 28. The pivot bearing 31 of the auxiliary lever 23 takes in the initial rotational position by the auxiliary line 31.1 in Fig. 2 marked subscript. At the same time, the secondary lever 23 is supported by its control arm 24 at its by dot hatching in Fig. 2 highlighted maximum 37 of the sub-control curve 29 from. As a result, with regard to the bracket 13, an inclination position of the setting arm 25 that can be seen by the auxiliary line 26.1 occurs.

In the Fig. 2 apparent rest position of the lever pair 50 is present when the tailgate open and remains even when the tailgate 10 is closed so far until the associated, not shown in detail lock has come into a Vorrastlage. This situation is in Fig. 2 shown. In all drawings, the elastic seals between the lower edge 45 of the tailgate 10 and the upper edge of the body 11 are not drawn. In the pre-rest position of Fig. 2 there is still a gap between the elastic seals. If the elastic seals are disregarded, a gap 14 exists between the upper edge 11.1 of the body 11 on the one hand and the lower edge 45 of the tailgate 10 on the other hand. In the pre-rest position of Fig. 2 is the hook 26 from the secondary lever 23 in a lateral position below the web 12 from the bracket 13. The above tilt position 26.1 of the actuator arm 25 thus proves to be "release position" of the hook 26 with respect to the stationary web 12th

In the pre-rest position of Fig. 2 become effective sensors that put the engine 15.1 in operation. What happens then is in the Fig. 3 to recognize which shows the next phase of the drive. The cams 28, 29 have further rotated by a small angle of about 5 °. The main lever 22 is still with its control arm 36 in the vicinity of the main control cam minimum 38, which is why the movable pivot bearing 31 from the secondary lever 23 is still very close to its in Fig. 2 described subscript 31.1 is located. However, the control arm 24 from the secondary lever 23 has left the point-hatched maximum 37 of the secondary control cam 29. By the mentioned spring load, therefore, the sub-lever 23 has rotated in its pivot bearing 31 in the direction of the arrow 43 and the hook 26 of its actuating arm 25 has come under the bracket web 12. It is then the characterized by the auxiliary line 26.2 "engagement position" of the hook 26 before.

As a result of the further rotation of the drive, the control cams 28, 29 finally reach one Fig. 4 apparent 180 ° position. The main cam 28 is ready has been rotated, that now the control arm 36 of the main lever 22 is supported at the maximum 40 of the associated main control cam 28. As a result, the main lever 22 is opposite to the pre-locking position of Fig. 2 come in a higher angle, whereby the sub-lever 23 has been taken over its pivot bearing 31 upwards. The sub-lever pivot bearing 31 is now in a marked by the auxiliary line 31.2 superscript. The pivot bearing 31 has moved up the distance 41 upwards. Because the hook 26 has captured and taken along the stirrup bridge 12, the tailgate 10 has been used on the body 11. This relative movement is in Fig. 4 illustrated with reference to the position of the upper edge 11.2 relative to the tailgate lower edge 45. In the space 59 between the two edges 11.2, 45 are the already mentioned above, not shown in detail elastic seals, in Fig. 4 firmly pressed against each other. In Fig. 4 the already mentioned parallel lock between the tailgate 10 and the body 11 is transferred in a closed position.

In the closed position of Fig. 4 the tailgate 10 is already held by the lock on the body 11. It is therefore no longer important whether the hook 26 engages behind the strap web 12. Therefore, the drive can continue to run while reaching the in Fig. 5 shown working position where the cams 28, 29 have reached their 200 ° rotational position. In the intermediate position of Fig. 5 is the control arm 24 from the secondary lever 23 straight at the transition point between the minimum 38 and the dashed cross hatched maximum 37 of its Nebensteuerkurve 29. The hook 26 still engages behind the web 12 from the stationary bracket 13, but the control arm 36 from the main lever 22 already has Leave a maximum of 40 of its main cams 28. As a result, the movable pivot bearing 31 was slightly lowered by the sub-lever 23, so that a small clearance between the hoop web 12 and the hook 26 is formed. This game does not bother because, as I said, the parallel lock holds the tailgate 10 relative to the body 11; on the contrary, the game facilitates the further return movement of the hook 26th

Upon further drive of the control cams 28, 29 in the direction of arrow 35, it then comes to the Fig. 6 apparent intermediate position of the lever pair 50, the one 240 ° rotational position of the cams 28, 29 shows. Because the control arm 36 has come closer to the minimum 39 of its main cam 28, the pivot bearing 31 has lowered from the secondary lever 23 even more to the web 12 out. At the same time, however, the secondary lever 23 with its control arm 24 for support at the punktschrafften maximum 37 its Nebensteuerkurve 29 passes. That's why lies in Fig. 6 again a release position 26.1 of its actuating arm 25 before. The hook 26 is located at a lateral distance from the hoop web 12.

The engine will not stop until the engine is off again Fig. 2 apparent rest position of the drive has been achieved, namely the 0 ° position. The device 20 is then in a readiness for a future Zuziehvorgang. In this case, the tailgate 10 is still closed as long as the parallel lock holds it to the body 11. This changes only when the lock releases its closing part, which releases its closing part, which can be done in the usual way by radio, a central locking and / or a mechanical key.

That in the Fig. 7 and 8th shown second embodiment shows the inventive closing device according to the invention, if it is also provided with a anti-trap. Therefore, the same reference numerals as in the first embodiment of FIG Fig. 1 to 6 used. In that regard, the previous description applies. All you have to do is address the differences.

The bearing end 44 of the main lever 22 has an open pivot bearing 49 and is therefore not always stationary. The pivot bearing 49 consists here namely of a stationary bearing pin 46, but from an open, trained as a slot 47 bearing receptacle. The pivot bearing 49 still has a spring 48, which exerts a force acting in the direction of the force arrow 51 spring load on the bearing end 44 of the main lever 22. Only in the normal case, therefore, the pivot bearing 49 is stationary because its bearing pin 46 is located in the lower portion 47.1 of the slot 47. There is also a further sensor 52, which is to be designated for the purpose of distinguishing the other sensor serving for switching on and off of the motor 15 with the "anti-pinch sensor". This anti-pinch sensor 42 monitors the situation of the pivot bearing 49 in this lower normal range 47.1 and consists in the present case of an electrical switch. The switch 52 has a switch actuator 53. The switch actuator 53 responds to a movement of the pivot bearing 49, which occurs in the following Einklemmfall.

The Fig. 7 shows the lever pair 50 in a position similar to that of Fig. 3 of the first embodiment corresponds. The hook 26 from the secondary lever 23 is already in an engaged position 26.2 with respect to the hoop web 12 and the main lever 22 with the pivot bearing 31 for the secondary lever 23 almost in the low position. Because, as in the first embodiment, the drive is turned on, the two control discs rotate 28, 29 in the sense of the drive arrow 35 of Fig. 7 , Between the position 11.1 of the upper edge of the body 11 and the lower edge 45 of the tailgate 10 is an obstacle 55, for example, the fingers of a human hand. In Fig. 7 starts, as already related to Fig. 3 of the first embodiment has been described, the closing movement of the device 20 '. Unless the announced anti-jamming protection were present, the human finger 55 would be crushed.

However, this is prevented in the second embodiment 20 'of the closing aid according to the invention, as based on the Fig. 8 is recognizable. As soon as pulling the tailgate 10 through the obstacle 55, a resistance on the link chain bracket 13, bar 12, hook 26, sub-lever 23, the pivot bearing 31 and the main lever 22 makes noticeable acts on the open pivot bearing 49 by an arrow 54 in Fig. 8 illustrated clamping force. This clamping force 54 moves the bearing end 44 of the main lever 22 against the acting spring load 41. The spring 48 is stretched and the stationary bearing pin 46 reaches into the upper region 47.2 of the slot. The result is that the bearing end 44 of the main lever 22 moves down about the path 56. This is registered by the pinch protection sensor 52. In the present case, the switch actuator 53 is depressed.

The anti-jamming sensor 52 is connected to an electric controller 57 of the motor 15. From the electrical control 57 goes the electrical Supply line 58 to the motor 15. When the anti-jamming sensor 52 responds, the power supply to the motor 15 is interrupted. The rotation of the eccentric 28, 29 stops. There remains a sufficiently large remaining gap 14 'between the tailgate lower edge 45 and the upper edge of the body 11, which prevents damage to the pinched finger 55.

If the obstacle or the finger 55 is removed from the remaining gap 14 ', the pivot bearing 49 is due to the spring load 51 back into his Fig. 7 apparent normal position back. Then the stationary bearing pin 46 comes again to lie in the lower region 47.1 of the slot 47. The anti-pinch sensor 52 releases the electrical power supply of the motor 15 via the electrical control 57 again. The two control cams 28, 29 are further driven until finally the already in connection with the first embodiment in Fig. 4 described closed position of the tailgate is reached. As can be seen, even if the anti-jamming device becomes effective in the closing device 20 ', the later operation will not be disturbed if the obstacle has been removed from the path of movement of the tailgate.

List of reference numbers :

10

Tailgate of the vehicle

11

body

11.1

Position of the upper edge of 11 in the pre-locking position ( Fig. 2 )

11.2

Position of the top edge of 11 in the main latching position / closing position (FIG. Fig. 4 )

12

Jetty at 11

13

Bridge bearer, strap

14

Gap between 10, 11 ( Fig. 1 )

14 '

Residual gap between 10, 11 ( Fig. 8 )

15

engine

16

Gearbox on 15

17

Snail at 16

18

Worm wheel for 17

19

fixed swivel bearing for 22

20

first embodiment of the closing device ( Fig. 1 to 6 )

20 '

second embodiment of the closing device ( Fig. 7 . 8th )

21

Housing of 20

22

Main lever of 20

23

Secondary lever of 20

24

Control arm of 23

25

Stellarm of 23

26

Hook on 25

26.1

Guideline of the release position of 26 ( Fig. 2 )

26.2

Auxiliary line of the engagement position of 26 ( Fig. 3 )

27

Additional arm of 23

28

Main cam for 22

29

Auxiliary control curve for 23

30

Drive axle of 18, 28, 29 ( Fig. 1 )

31

movable pivot bearing from 23 to 22

31.1

Auxiliary line of the subscript of 31 ( Fig. 2 )

31.2

Auxiliary line of the superscript of 31 ( Fig. 4 )

32

Slot in 21 for 12

33

Traction device of the emergency operation

34

Attack point from 33 to 27

35

Drive arrow of 18, 28, 29

36

Control arm from 22

37

dot-hatched maximum of 29 ( Fig. 2 )

38

Minimum of 29 ( Fig. 3 )

39

Minimum of 28 ( Fig. 6 )

40

Maximum of 28 ( Fig. 4 )

41

Crawling distance between 11.1, 11.2 ( Fig. 4 . 5 )

42

Pivoting movement of 22

43

Rotational movement of 23 ( Fig. 3 )

44

End of storage of 22

45

Lower edge of 10

46

stationary bearing journal ( Fig. 7 )

47

Bearing holder for 46, slot

47.1

lower range of 47 (normal case Fig. 7 )

47.2

upper range of 47 (trapping case, Fig. 8 )

48

Feather for 44

49

open pivot bearing ( Fig. 7 . 8th )

50

pair of levers

51

Force arrow of the spring load of 44 ( Fig. 7 . 8th )

52

Pinch protection sensor ( Fig. 7 . 8th )

53

Switch Actuator ( Fig. 7 . 8th )

54

Clamping force of 44 ( Fig. 8 )

55

Obstacle, human finger ( Fig. 7 . 8th )

56

Displacement path of 44 ( Fig. 8 )

57

electrical control for 15 ( Fig. 7 . 8th )

58

electrical supply line for 15 ( Fig. 7 . 8th )

59

Space between 45 and 11.2 ( Fig. 4 )

Claims (24)

1. Assisted final closing device (41) for an open wing (10) or door on a carriage (11) of a vehicle,
   with a lock which in open position releases a locking element and in close position engages it,
   with motor-driven closing assistance,
   and with at least one sensor which switches the motor on and/or off when the wing or door is in a specific position,
   whereby
   the closing assistance (20) comprises a two-part contracting device (20; 20'),
   one part (12) or (50) of which is arranged on the carriage (11) of the vehicle and the other part (50) or (12) on the wing (10) or door,
   the active part of the contracting device (20; 20') comprises a motor-driven pair of levers (50), one lever (23) of which has a hook (26),
   while a fixed bar (12) forms the other, passive part of the contracting device (20; 20'),
   the hook (26) is adjustable by the motor (15) opposite the bar (12), not only between an engagement position (26.2) and a release position (26.1) but also between a low position (31.1) and a high position (31.2),
   thereby characterized in that
   the pair of levers (50) comprises, at least normally, a fixed, swivel-mounted (19) main lever (22) and, mounted on the main lever (22), a rotary-mounted (31) secondary lever (23),
   the motor (15) drives both a main control curve (28) which acts upon the main lever (22) as well as a secondary control curve (29) which works in concert with the secondary lever (23),
   the hook (26) is located on the secondary lever (23) and is turned by the secondary control curve (19) between the engaged position (26.2) and the release position (26.1) opposite the bar (12),
   the main control curve (28), when driven, swings the main lever and likewise swings (42) the swivel mounting (31) of the secondary lever (23) between the low position (31.1) and the high position (31.2).
2. Device pursuant to Claim 1, thereby characterized in that the pair of levers (50) and the motor (20) are arranged in a housing (21).
3. Device pursuant to Claim 1 or 2, thereby characterized in that the main control curve (28) and the secondary control curve (29) are coaxially arranged and are driven (35) by the motor (15) accordingly.
4. Device pursuant to one of the claims 1 to 3, thereby characterized in that the contracting device (20; 20') is arranged in the vehicle next to the lock and its locking element.
5. Device pursuant to one of the claims 1 to 3, thereby characterized in that the active part (50, 15) of the contracting device (20; 20') is integrated into the lock and the passive part (12) of the contracting device (20; 20') into the closing part of the lock.
6. Device pursuant to Claim 4 or 5, thereby characterized in that the bar (12) of the contracting device (20) is arranged separately from the closing part of the lock.
7. Device pursuant to Claim 4 or 5, thereby characterized in that the bar (12) of the contracting device (20) is integrated into the closing part of the lock.
8. Device pursuant to Claim 4 or 5, thereby characterized in that the closing part of the lock functions simultaneously as the bar (12) of the contracting device (20).
9. Device pursuant to one of the claims 1 to 8, thereby characterized in that the lock can be reversed by a motor between its close position and open position.
10. Device pursuant to one of the claims 1 to 9, thereby characterized in that in the high position (31.2) of the swivel (31) of the secondary lever (23) the hook (26) assumes its engagement position (26.2) opposite the bar (12) while the lock is found in its close position.
11. Device pursuant to Claim 10, thereby characterized in that when the lock is in close position, instead of the contracting device (20) it is the wing (10) i.e. the door that holds onto the carriage.
12. Device pursuant to Claim 11, thereby characterized in that when the lock is in close position the motor (15) moves the pair of levers (50) further until the swivel (31) has been swung by the secondary lever (23) on the main lever (22) out of its high position (31.2) back to its low position (31.1),
    in the course of this further movement, the hook (26) is turned from its engagement position (26.2) back to its release position (26.1) and the motor (15) is then switched off by a sensor.
13. Device pursuant to one of the claims 10 to 12, thereby characterized in that engaging on the secondary lever (23) is an emergency manual override (33) with which, upon failure of the drive (15, 17, 18), the source of power and/or the electrical control, an opening of the wing (10) i.e. door is possible.
14. Device pursuant to one of the claims 1 to 13, thereby characterized in that the secondary lever (23) has a supplementary arm (27) on which the traction mechanisms (33) of the emergency manual override engage.
15. Device pursuant to one or more of the claims 1 to 14, thereby characterized in that the secondary lever (23) has a control arm (24) which works in concert with the secondary control curve (29).
16. Device pursuant to one or more of the claims 1 to 15, thereby characterized in that the main lever (22) has a control arm (36) which works in concert with the main control curve (28).
17. Device pursuant to Claim 15 or 16, thereby characterized in that the control arm (24) of the secondary lever (23) and/or the control arm (36) of the main lever (22) is spring-loaded in the direction of the secondary control curve (29) i.e. main control curve (28).
18. Device pursuant to one or more of the claims 1 to 17, thereby characterized in that the main lever (22) and the secondary lever (23) are acted upon by a common spring load.
19. Device pursuant to one or more of the claims 1 to 18, thereby characterized in that the secondary lever (23) exhibits an adjustment arm (25) on the free end of which the hook (26) sits.
20. Device pursuant to one of the claims 1 to 19, thereby characterized in that the contracting device (20) has a guard (jam protection) against the jamming of objects between the wing and the door on the one hand and the carriage of the vehicle on the other.
21. Device pursuant to Claim 20, thereby characterized in that in the contracting device (20') the swivel bearing (49) of the main lever (22) is open in the direction counter to the contraction movement,
    the main lever (22) exhibits in the area of its swivel bearing (49) a spring load (51) which in normal cases fixed-positions the bearing end (44) of the main lever (22) in the swivel bearing (49), but in the event of a jam in the swivel bearing (49) shifts (54) it.
22. Device pursuant to Claim 21, thereby characterized in that arranged in the area of the bearing end (44) of the main lever (22) is a further sensor (jam protection sensor 52) that reacts to the shift (54) of the bearing end (44) and stops the motor (15).
23. Device pursuant to Claim 21 or 22, thereby characterized in that the open swivel bearing (49) comprises a long slot (47) in the main lever (22) and a fixed plug (46).
24. Device pursuant to Claim 21 or 22, thereby characterized in that the open swivel bearing is formed by a plug on the main lever and a fixed, long-slot-like retainer.

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