EP1858718A1

EP1858718A1 - Device for actuating mobile external vehicle elements

Info

Publication number: EP1858718A1
Application number: EP06722524A
Authority: EP
Inventors: Peter Gutendorf; Ansgar Pellenwessel; Guido STÜNKEL; Jorg Jahn; Gunnar Komischke
Original assignee: Wilhelm Karmann GmbH
Current assignee: Wilhelm Karmann GmbH
Priority date: 2005-03-07
Filing date: 2006-02-25
Publication date: 2007-11-28
Also published as: DE102005020555A1; WO2006094478A1

Abstract

The invention relates to a device for actuating mobile external vehicle elements, especially covering elements of a cabriolet vehicle, articulations and a plurality of drives (18, 19, 20, 21, 22) being provided for displacing the external vehicle elements. The drives (18, 19, 20, 21, 22) are controlled by a higher-ranking evaluation and control unit (50). Said evaluation and control unit (50) is used to calculate and produce a guiding variable (VF_18, VF_19, VF_20, VF_21, VF_22) for the displacement of an external vehicle element along a displacement course pre-defined by reference points for a drive (18, 19, 20, 21, 22) associated with a respective external vehicle element, said guiding variable being determined according to a sensorially determined position (Pl, P2, P3, P4, P5) of the external vehicle elements and the guiding variable (VF_18, VF_19, VF_20, VF_21, VF_22) produced for another drive (18, 19, 20, 21, 22).

Description

DEVICE FOR ACTUATING MOVABLE VEHICLE GEAR ELEMENTS

The invention relates to a device for actuating movable outer vehicle elements, in particular of convertible top elements of a convertible vehicle, according to the closer defined in the preamble of claim 1. Art.

The operation of automatically movable vehicle exterior parts, which in particular cover elements of a convertible vehicle and rear or trunk lid, is usually carried out in practice by fluid drives in the form of hydraulic cylinders, which are articulated at one end to the vehicle body and at the other end to the Attack to swinging vehicle outer elements.

In the known hydraulic drives for pivoting a vehicle outer element in particular the limited flexibility in terms of the design of the movement path of the vehicle outer element is disadvantageous.

From practice, it is also known from convertible vehicles that a top or a top compartment lid is moved by an electric drive. Here, linear drives are used, which are constructed as a replacement for a hydraulic control for the corresponding application, wherein the linear movement generated by an electric motor is transmitted via a suitable multi-joint mechanism to the at least one pivotable vehicle outer element. The realization of desired trajectories of a movable vehicle outer element is here sometimes very complex.

The above-mentioned disadvantages in the operation of several pivotable vehicle bodies have a particularly serious effect. ßenelernenten, as they represent, for example, the hood elements of a convertible vehicle. In convertible vehicles, the top is folded in an open state or collapsed and usually stored in a storage compartment in the rear of the vehicle, the problem is to realize with the lightest possible top and a simple kinematics a top movement between the end positions, at the interpretation of the trajectories of the top, on the one hand, a sufficient height in terms of the head portion of vehicle occupants and on the other hand the lowest possible height in terms of possible spatial limitations, such. B. a garage roof, is taken into account.

Usually, the roof elements of a hood for this purpose are driven by a hood frame, which is connected via a main bearing to a body and usually hydraulically, via joints produces a power transmission from the drive motor to a front end of the hood.

Although the movements for a clamp, a top compartment lid and the top mechanism can be designed separately, but in the top mechanism usually a forced control over the hydraulic drive is given, so that the individual joints of the top linkage can not be controlled separately.

The German patent DE 198 47 983 Cl describes a multi-part, retractable vehicle roof, which offers the possibility of controlling several top elements independently. For this purpose, a multi-part, retractable vehicle roof with at least two rigid top elements, which are pivotally connected to each other and at least one roof element pivotally connected to the vehicle body, designed such that for connection the at least two rigid top elements are provided with each other or with the vehicle body pivot joints, wherein each connection at least one of the rotary joints can be driven by means of a fluidic drive.

In the known solutions for actuating pivotable vehicle outer elements, the control of the central drive or possibly individual drives for different vehicle outer elements takes place in practice as a function of the position of the vehicle exterior elements to be moved, which z. B. by means of limit switches or alternatively by means of analog sensors, such as. B. potentiometers, is detected.

As a rule, the associated control algorithm includes as a central element a so-called state machine which changes the logic state as a function of the switch or position information and outputs signals assigned to the detected state for supplying current to actuators.

The sequence of movements of multiple vehicle exterior elements, such. As in a hood, takes place - in particular in the usual practice in the use of a central hydraulic drive unit - sequential, since parallel partial movements are not possible or only very limited.

A harmonic motion without stalling is also not possible with drives due to the time required for safe operation in which the drive is energized further to safely reach the end stop after triggering a limit switch.

It is therefore an object of the present invention to provide a device for actuating movable outer vehicle elements, in particular of convertible top elements of a convertible vehicle, to create according to the type described in more detail above, which is improved in terms of a simple, flexible gestaltete, faster and more harmonious movement in the movement of the vehicle outer elements, a simpler construction and a lower weight.

According to the invention this object is achieved by the features mentioned in the characterizing part of claim 1.

If a device for actuating movable exterior vehicle elements according to the invention is designed such that a plurality of drives are provided, which are controlled by a parent evaluation and control unit, wherein the evaluation and control unit for moving a vehicle outer element along a predetermined reference points for movement path for a respective vehicle outer element assigned drive calculates and outputs a command variable, which is determined as a function of a sensory determined position of the vehicle outer elements and the output for a further drive Führungsgrδße, advantageously, any flexible trajectories can be displayed in a simple manner.

The device according to the invention allows a parallel movement of different drives at different speeds to reduce the movement time, the realization of a harmonious movement of multiple vehicle exterior elements without stagnation or waiting along an optionally previously learned curve path is possible by the coordinated control of the various drives.

A further advantage of an embodiment according to the invention of a drive for a pivotable vehicle outer element is the possibility of providing comfort functional, such as the spatial, possibly determined by a suitable sensor environmental conditions adapted automatic, by means of z. As a hood in predefined environmental conditions or events such. B. rain, closes or opens automatically.

Furthermore, the actuation of only one pivotable vehicle outer element or selected vehicle outer elements z. Example, via a remote control, which, for example, in a soft top folding or moving only a front roof element and thus creating a Targa-like open top or the realization of a kind of sunroof function is possible.

In principle, however, the drives may all be designed in part as hydraulic drives or as electric motors, with electric motors in the broader sense also being understood as meaning more complex, electromotive drive systems.

The use of electric motors offers the advantage that a clearly faster movement sequence can be achieved by avoiding system-related dead times of a hydraulic drive and its comparatively low rigidity.

The provision of an electric motor as a drive of a movable vehicle outer element further has the advantage that a software based Einklemmerkennung can be provided by existing information, such as the current consumption of a drive or a change in position of a drive, are evaluated. Thus, in addition or alternatively, a simple determination of a pinching situation without further sensors can be carried out, with low reaction time z. For example, in the case of a soft top, a soft top or a reversible Deckbewegung is initiated. Furthermore, a simplified location of the defect is possible in this way.

Electric motors represent cost-effective, simple and compact components, which can be designed with the required motor forces with low space requirements and can be universally used for various joints and various pivotable vehicle exterior elements or assemblies thereof.

In addition, they provide all the options for controlling and regulating the drives according to the desired independent movements of the articulation points or joints independent of the ambient temperatures, are quiet and require little maintenance.

It is expedient if the drives for the movement of pivotable vehicle outer elements are designed primarily for carrying out a rotational movement on a rotational axis between two vehicle outer elements, but it is also conceivable that at least one of the drives used is designed for linear movement of a vehicle outer element.

The term "joint" is thus to be understood in its broadest sense and includes a linear, translational relative movement between vehicle outer elements permitting thrust joints, a screw movement permitting screw joints and a rotary movement permitting swivel joints.

With regard to the control of the vehicle outer elements associated drives, it is advantageous if the evaluation and control unit for each drive z. B. cyclically determined a remaining movement distance to the next reference point, the remaining for the individual drives movement comparing the distance traveled and from this the reference variable for each drive is generated.

To optimize the control in terms of a harmonic, user and situation-specific and time-optimized motion sequence, it is advantageous if the evaluation and control unit outputs the determined for a drive command value to a subordinate, associated with the relevant drive controller, which continuously determined by measurement Actual value compared with the reference variable and outputs a control variable to the evaluation and control unit at a control deviation, which outputs a control signal to the respective drives in response thereto.

With such a scheme, the functionality of the device according to the invention under different boundary conditions, such. B. over the entire specified temperature range, at specification according to component aging and u. U. also in case of error, z. As in a stiffness of a drive, guaranteed and a standstill during the movement can be avoided.

Since the control of each drive takes place in all conditions in dependence on any other drive, it is expedient to refrain from a so-called static master-slave control, since the definition of a master with regard to the mentioned functions under any conceivable boundary conditions is hardly possible ,

In a preferred embodiment of the invention, at least one of the drives is designed as an electric motor, which introduces a drive torque directly into the joint associated with a movable vehicle outer element, wherein the drivable joint z. B. may be a bearing pivot. In a particularly advantageous embodiment of the invention, the movable vehicle outer elements form cover elements of a convertible top for a convertible vehicle, in particular collapsible roof elements, a clamping bracket and / or a top compartment lid, and optionally a rear or trunk lid, wherein the compound of the top elements with each other or Is executed with the vehicle body by means of at least one joint and in each case at least one joint of different compounds is controlled separately.

With a drive according to the invention advantageously not only a significantly faster movement can be realized, but it can be represented trajectories, which both the demands for a sufficient head height for passengers z. B. in the rear meet as well as a damage protection by observing a distance from a height obstacle, such as a garage ceiling offer.

Thus, for example, by a distance sensor and stored in the parent evaluation and control unit control modes the top movement of the available room height can be optimally adjusted.

Also, the movement path of the hood can be designed so flat with the invention that a top movement at slow speed, z. B. in city traffic, is possible.

In an advantageous embodiment, each connection of the top elements with one another or with the vehicle body is assigned a drive about an axis of rotation. In this way, the highest flexibility with regard to an independent movement of the individual top elements can be realized. However, in deviating embodiments, it is also conceivable that not every axis of rotation is assigned a drive, but that a drive is used for more than one axis of rotation. In practice, rotary axes, in particular rotary axes, can be coupled in a simple manner with an almost synchronous sequence of movements, a splitting of a drive onto two or more rotating shafts being conceivable, or a forced guiding of one of the axes of rotation.

If a drive is assigned to several axes of rotation, considerable cost advantages and a significant reduction in the space requirement can be achieved.

In a further embodiment of the invention, it may be provided that a compound of the top elements is formed with each other or with the vehicle body by at least one controllable pivot and at least one passive pivot, wherein the associated axis of rotation of the compound is an axis of rotation of a passive pivot. When using active hinges, which represent a direct driven connection between two parts, and passive hinges, which z. B. may be formed by a riveting and form only one axis of rotation, a connection between two top elements or a top element and the vehicle body can be designed such that the active hinge does not attack directly on the axis of rotation of the compound, but the rotation thereto For example, by means of an auxiliary lever causes, so that the active pivot must withstand only the required torque and not the other forces occurring in the hinge point of the connection. The active hinge thus forms in such an embodiment a drive for the actual axis of rotation of the compound forming passive rotary joint. With regard to the arrangement of the drives, many alternatives are possible, wherein the drives, in particular in one embodiment as electric motors, can be arranged centrally on the vehicle longitudinal axis or decentrally to the vehicle longitudinal axis, depending on the package design, with the vehicle outer elements being pivotable in the vehicle longitudinal direction.

In a hood, the advantages of an electric motor can be optimally used as a drive, since dead times of a hydraulic drive and its lower rigidity are particularly disturbing especially for the speed and flexibility of the movement.

It is particularly advantageous if an electric motor with a rotary joint forms a structural unit that saves space. However, an electric motor can also be arranged at a distance to a rotary joint and be connected to this, for example via a flexible shaft.

Depending on the arrangement of the electric motors leading from the electric motors to pairings of hinges, preferably flexible waves in terms of their torsional stiffness be interpreted so that different lengths of the electric motor to the rotary joint does not affect the synchronization of oppositely arranged swivel joints.

When the vehicle outer element to be pivoted is a cover element which can be lifted from a closed position at least at one edge by pivoting by means of at least one drivable pivot joint and at least one associated drive about an opposite edge, such. As a trunk lid or a convertible tailgate lid or a combination of these two functions rear lid of the vehicle, it is often desirable to have a rotary handle, which serves on the axis of rotation of the lid member associated edge for fixing the lid member to the vehicle body, as possible to save space.

In this case, it is particularly advantageous if the at least one drivable rotary joint acts on a linkage which is articulated at one end to the vehicle body and articulated at the other end at an area spaced apart in the vehicle longitudinal direction to a rotational axis of the lid member region of the lid member.

In this way, the at least one drivable pivot joint is displaced out of the region of the articulated connection to the vehicle body, so that it can be executed with the least space requirement, for example with a gooseneck bearing. Due to the spatial distance of the at least one drivable pivot bearing to the passive articulation of the lid member to the vehicle body, the region of the articulation may also be formed as a water channel, without therefore additional measures to protect electrical components from moisture must be taken.

Furthermore, it can be provided that the linkage with the at least one active pivot joint is formed of two interconnected levers, which are of different lengths, wherein the cover element can be locked in its closed position by pivoting the linkage into an over-center division. With such a pivotability of the linkage, a closure possibility is created without additional locking means, since the cover element can no longer be opened in the over-center position.

Further advantages and advantageous embodiments of the article according to the invention are the description, the drawings and the claims removed. Several embodiments of a device according to the invention are shown schematically simplified in the drawing and are explained in more detail in the following description.

It shows :

Fig. 1 is a simplified three-dimensional view of a

Convertible top for a convertible vehicle in its sole position, with the convertible top in the closed position;

Fig. 2 is a simplified plan view of an electric motor and two operatively connected thereto hinges of a roof element of the top of FIG. 1;

3 is a simplified, partially sectioned side view of a rotary joint according to FIG. 1 and FIG. 2; FIG.

4 shows a further partially sectioned side view of the rotary joint according to FIG. 3;

5 shows a section through the rotary joint of FIG. 3 and FIG. 4 along a line B-B in FIG. 3;

6 shows a section through the rotary joint of FIG. 3 and FIG. 4 along a line A-A in FIG. 3; FIG.

7 is a simplified three-dimensional representation of a connection of a tension bow of the folding top according to FIG. 1 in isolation; 8.1 to 8.11 are each a schematic position sketch of the roof elements of the top according to FIG. 1 during a first movement sequence for the top opening; FIG.

9.1 to 9.13 are each a schematic position sketch of the roof elements of the top according to FIG. 1 during a second movement sequence for the top opening; FIG.

10.1 to 10.12 are each a schematic position sketch of the roof elements of the top according to FIG. 1 during a third movement sequence for the top opening; FIG.

11.1 to 11.5 are each a schematic position sketch of the roof elements of the top according to FIG. 1 during a fourth movement sequence for the top opening; FIG. ,

12.1 to 12.3 are each a schematic position sketch of a top compartment cover during a movement sequence between an open position of the top compartment lid and a locked closed position;

Fig. 13 is a block diagram illustrating the principle of the control and regulation of the hood according to Fig. 1; and

14 is a block diagram with control circuits for drives of the hood of FIG. 1.

In the embodiments of a device according to the invention described below, this serves to actuate pivotable vehicle outer elements, which are each used here as an cover element of a hood element of a top 1 of a convertible vehicle 2 are formed.

In Fig. 1, the top 1 for the total designated 2, shown in more detail in Figs. 11.1 to 11.5 Cabriolet vehicle 2 is shown, which three collapsible, by a vehicle longitudinal axis opposite outer roof frame profile pairs 3, 4, 5 limited roof elements 6, 7, 8.

The hood 2 shown in the figures is in each case a so-called hard-top folding roof with a front roof element 6 which adjoins a windshield frame 12 in the closed state, a middle roof element 7 and a rear roof element 8.

However, the following statements also apply to a top with a fixed rigid to frame-like roof elements spanned textile roofing, since such frame-like roof elements to the presently described rigid roof elements 6, 7, 8 correspond.

As can be seen from Fig. 1, the rear side of the roof 2 limiting rear roof element 8 is pivotally connected to a main bearing 9 at two symmetrically arranged hinge points arranged there, designed as hinges joints IIA, IIB to the vehicle body.

The connection of the roof elements 6, 7, 8 with each other is also carried out by means of hinges, wherein at a first axis of rotation Al between the front roof segment 6 and the central roof segment 7 is a pair of two pivot joints 13A, 13B and at a second axis of rotation A2 between the middle roof segment 7 and the rear roof segment 8 a further pairing of two arranged symmetrically to the vehicle longitudinal axis hinges 14A, 14B is provided.

Furthermore, as a pivotable vehicle outer elements a clamping bracket 15 of the top 2 in the region of the main bearing 9 via further pairs of hinges 10A, 1OB, IOC, 1OD, 1OE, 10F and a rear side of the top 2 arranged top compartment lid 16, which has a storage compartment for the top 2 in closes its open state, pivotally connected via two attached to the rear end pivot hinges 17A, 17B with the vehicle body.

For each axis of rotation Al, A2, A3 of the roof elements 6, 7, 8 and the axis of rotation A4 of the tensioning bow 15 and the axis of rotation A5 of the top compartment lid 16, a separately controllable drive is provided in the present case, each as an electric motor connected to a central electric control unit 18, 19, 20, 21, 22 is formed.

The moment of the electric motors 18 to 22 is in the illustrated embodiment of the invention in each case by means of flexible shafts 23 in the here identical executed hinges 10A, 1OB, IIA, IIB, 13A, 13B, 14A, 14B, 17A, 17B introduced.

In the embodiment shown, all electric motors 18, 19, 20, 21, 22 are connected to a higher-level evaluation and control unit 50 of a control unit 51, which controls or controls the electric motors 18, 19, 20, 21, 22 and in FIG. 13 is shown in more detail.

2 shows by way of example in a simplified manner the electric motor 19 associated with the swivel joints 14A, 14B between the front roof element 6 and the middle roof element 7, which, like the other electric motors, has both with respect to the vehicle longitudinal axis opposite pivot joints 14A, 14B is connected by means of flexible shafts 23.

The electric motors 18 to 22 shown are each designed as DC motors and arranged centrally relative to the vehicle transverse axis, but in a deviating configuration, a decentralized arrangement of an electric motor and its connection with only one rotary joint is possible.

The swivel joints 14A, 14B each have a transmission device 24 designed as a reduction gear, by means of which they are connected to the relevant electric motor 19, and which is shown in greater detail in FIGS. 3 to 6.

The transmission device 24 is arranged between a lever or roof frame part 3 of the front roof element 6 and a lever or roof frame part 4 of the middle roof element 7, wherein the lever 4 of the middle roof frame part 7 in the region of the transmission device 24 is shell-like and with a between the Lever 4 and the lever 3 of the front roof element arranged shell part 30 forms a bearing shell 31 for a sleeve coupling.

As can be seen in particular from FIGS. 4 and 5, the flexible shaft 23 is rotatably connected to a worm 25 of the transmission device 24 mounted on the lever 4 of the central roof element 7. The worm 25 is engaged with a first gear wheel 26, which is made of plastic for reasons of noise, which is stepped with a first gear stage 26A engaging the worm 25 and a second gear stage 26B of smaller diameter. The second gear stage 26B engages a second gear 27 and a first gear stage 27A thereof, the diameter of which is larger than the first gear stage 27A. Fe 26A of the first gear 26 is. Both the first gear 26 and the second gear 27 are mounted at both ends in the bearing shell 31.

Via a second gear stage 27B, which is smaller than the first gear stage 27A of the second gear 27, but larger than the second gear stage 26B of the first gear 26, the second gear 27 meshes with a third gear 28, whose axis forms the first axis of rotation Al and which is non-rotatably connected to the lever 3 of the front roof part 6.

A self-locking of the gear device 24 is achieved in the illustrated embodiment on the interpretation of the pitch of the screw 25. Additionally or alternatively, this effect can be achieved with brakes on the electric motors 18 to 22.

The roof elements 6, 7 or their levers 3, 4 connected by the swivel joints 14A, 14B are rotatable relative to one another at least approximately 360 °, wherein a stop 32 which is adjustable by means of an adjusting screw 33 is provided on the rotary joint 14A or 14B.

In another embodiment of the device according to the invention, the transmission device may alternatively be constructed according to another transmission design and represent, for example, a Hypozykloidgetriebe or a planetary gear.

As in the case of the other rotary joints, a position detection sensor 29 for determining the position of the convertible top 2 or its roof elements is arranged on the rotary joint 14A or 14B, with the position detection sensor 29 in the present case being designed as a potentiometer. The position detection sensor 29 is placed in the embodiment shown in a simple manner on a driver, which is provided in the transmission device of the respective rotary joint coaxial with the respective axis of rotation.

As an alternative to a position detection by means of a potentiometer, of course, other analog and digital systems are applicable, such. As incremental encoder, inclination sensors or Hall sensors.

In Fig. 7, the connection of the tension bracket 15 to the vehicle body 9 and a hereby connected lever member 34 is shown in an enlarged solo position. In contrast to the connections of the roof elements 6, 7, 8 with each other and their connection to the vehicle body 9 and the connection of the top compartment lid 16 to the vehicle body 9 come here not only directly driven active hinges whose axis of rotation and the axis of rotation Al, A2, A3, A5 of the associated connection is used.

The connection of the tension bow 15 to the vehicle body 9 or the lever element 34 is formed both with active pivots 10A, 10B directly driven by the electric motor 21 and with two pairs of passive pivots IOC, 10D and 10E, 10F, the passive pivots IOC 10D, of which in FIG. 7 the hinge IOC can be seen, forming the axis of rotation A4 of the connection.

The active pivot 10A is attached to the vehicle body connected to the lever member 34 in the present case via screw 38. The torque of the rotary joint 10A is transmitted via an auxiliary lever 39 to a bridging element 41 fixed on the clamping bracket 15 via connections 40 and thus to the clamping bracket 15. With such Embodiment of the connection, the driven rotary joint 1OA or the mirror-image rotary joint 1OB must essentially be designed only for the required torque to be transmitted and not for further forces occurring in the hinge point.

Deviating from the embodiment shown in FIG. 1, of course, further connections between the top elements and in particular the top elements and the vehicle body can be configured with active and passive hinges according to the embodiment shown in Fig. 7.

With reference to FIGS. 8.1 to 8.12, a movement sequence of the top 2 during an opening movement is shown in each case. In this case, FIGS. 8.1 to 8.11 show an opening movement with trajectories, as is usual in conventional, hydraulically driven coverings.

In contrast, FIGS. 9.1 to 9.13 show a significantly flatter top movement which is possible with the soft top according to the invention, in which there is still sufficient head height for passengers located therein in the rear region of the vehicle.

FIGS. 10.1 to 10.12 show a top opening movement with an even lower trajectory, which can be activated in the case of a free rear area and possibly also while the vehicle is traveling, since with this opening movement there is a very small wind attack surface and thus a very low trajectory Low air resistance is feasible.

In each of the top movements shown in FIGS. 8.1 to 10.12, the three roof elements 6, 7, 8 are S-foldable in such a manner that the front roof element 6 is folded in one Folded position with the top down 2 pivoted rearwardly above the central roof element 7 and the underlying, also opposite its position with the top 2 closed rearwardly pivoted rear roof element 8 is stored.

In an opening movement of the top 2 of the clamping bracket 15 is first raised to release a AufSchwenkbewegung the top compartment lid 16 and lowered after installation of the top compartment lid 16, after which the roof elements 6, 7, 8 are stored on the clamping bracket 15.

The opening movement of the top 2 is in each case controlled such that the front roof element 6 pivots about the first hinge axis Al high and rearward, the middle roof segment 7 about the rear-side, second axis of rotation A2 and the rear roof element 8 about the rear-side, third axis of rotation A3 swung backwards.

In particular, referring to the control with conventional trajectories of the roof elements 6, 7, 8 representing Fig. 8.1 to Fig. 8.11 it can be seen that the pivoting back and forth of the front roof element 6 at the first axis of rotation Al substantially during the pivoting of middle roof element 7 and the rear roof element 8 takes place, wherein the rear roof element 8 is rearwardly folded in rearward movement of the second axis of rotation Al and its angular position during the opening movement only insignificantly changing middle roof element 7 is stored thereon.

In FIGS. 9.1 to 9.13, a tilting movement that is flatter compared with the control according to FIGS. 8.1 to 8.11 is shown, in which the pivoting or folding of the front roof element 6 about the first axis of rotation Al is high and rearward substantially before the pivoting of the middle one Roof element 7 and the Rear roof element 8 in a manner according to FIG. 8.1 to FIG. 8.11.

In FIGS. 9.9 and 9.10, a front seat passenger 35 and a rear passenger 36 are shown in principle, for which there is sufficient space in the head area during this opening movement of the convertible top 2.

The top opening movement shown in FIGS. 10.1 to 10.12 differs from an opening movement shown in FIGS. 9.1 to 9.13 by significantly flatter trajectories of the roof elements 6, 7, 8, which are achieved, in particular, by pivoting the front roof element 6 around the first axis of rotation Al only after a substantial Heckwärtsverschwenkung of the central roof element 7 and the rear roof element 8 and the second axis of rotation Al takes place.

Such a control takes place here depending on the distance determined by a known distance detection sensor to a distance z. B. a garage ceiling 37 of FIG. 10.6 to Fig. 10.8 representing height obstacle. Due to the limited height in the rear area, this control is only allowed if z. B. a seat occupancy detection a threat to a rear passenger 36 is excluded.

A further advantageous top movement, which can be realized with the top 2 according to the invention, is shown in FIGS. 11.1 to 11.5.

During this opening movement of the top 2, the middle roof segment 7 is first pivoted rearwardly about its rear-side, second axis of rotation A2 and the rear roof element 8 about the rear-side, third axis of rotation A3, while the angular position the front roof element 6 remains substantially the same. In at least approximately horizontal position of the rear roof element 8 according to FIG. 11.3, the front roof element 6 and the middle roof element 7 are deposited such that the central roof element 7 on the rear roof element 8 and at least approximately parallel thereto and the front roof element 6 is pivoted downwards in an at least approximately vertical position.

In this way, the front roof element 6 can be stored to save space in the stored state of the top 2 at least approximately parallel to a backrest back.

Figures 12.1 to 12.3 show in principle an alternative drive for the top compartment lid 16, which may be designed here as a trunk lid. It is thus at the top compartment lid 16 to a cover element, which from a closed position at least at one edge, such as. B. on the vehicle front edge 16A by pivoting by means of drivable hinges 42, 43 and an associated drive 22 about an opposite edge, here the rear edge 16B, can be raised.

The drivable hinges 42, 43 engage here on a linkage 46 formed from two levers 47, 48, which is articulated at one end to the vehicle body 9 and with the other end at a distance in the vehicle longitudinal direction to the axis of rotation A5 of the top compartment lid 16 area the top compartment lid 16 is articulated.

In the embodiment shown, the articulation of the linkage 46 and the first lever 47 to the vehicle body 9 and the connection of the levers 47 and 48 with each other as drivable, via a flexible, not shown Shaft with an electric motor connected rotary joint 42 and 43, while the connection of the linkage 46 and the second lever 48 to the top compartment lid 16 is designed as a passive rotary joint 44 of conventional design.

Depending on the desired course of motion and geometric conditions, it may also be advantageous to design the connection of the linkage 46 to the top compartment lid 16 with a drivable pivot joint.

The articulation of the top compartment lid 16 in the region of the axis of rotation 5 on the rear edge 16B of the top compartment lid 16 is optionally and in the present case designed as a passive pivot 45.

Particularly in the case of variants in which a further boot lid or boot lid adjoins the top compartment lid 16 on the rear side, it is advantageous to carry out the articulation of the convertible top compartment lid 16 in the region of its axis of rotation A5 by means of a space-saving so-called gooseneck bearing which is arranged between a pivot point and the Attachment to the top compartment lid in the vehicle longitudinal direction is curved so that it can avoid an adjacent vehicle front edge of a boot lid at a pivoting. The gooseneck bearing can also be arranged in a water channel.

When the top compartment lid 16 is transferred to an open position shown in Fig. 12.1 in a closed position shown in Fig. 12.2, is by driving the vehicle fixedly mounted rotary joint 42 and the lever 47, 48 of the linkage 46 connecting pivot joint 43 of the top compartment lid 16 of a lowered approximately vertical position in an approximately horizontal position, wherein in the closed position shown in Fig. 12.2 by a suitable Closing element can be provided a lock.

In the present embodiment, the levers 47, 48 of the linkage 46 are of different lengths, whereby the linkage 46 can be brought into a kind of dead center end position or into an over-center position can be transferred. In the shown in Fig. 12.3 ÜbertotpunktStellung the linkage 46, in which the lever 47, 48 hinged joint 43 and hinged to the top compartment lid 16 lever 48 in the vehicle front direction is slightly positioned in front of the linkage 46 on the vehicle body 9 defining swivel 43 , A lifting of the top compartment lid 16 from the outside is not possible, so that a locking of the top compartment lid 16 is realized without further closure elements.

In order to precisely define the position of the linkage 46 in this locking position, a stop 49 is provided on which the linkage 46 comes into abutment in the locking position.

In order to enable an emergency operation in the event of a power failure, the drivable hinges 42, 43 are designed with respect to their self-locking so that they are manually adjustable in the deactivated state. The self-locking of the hinges 42, 43 is thus defined such that on the one hand allows manual adjustment, but on the other hand is sufficient to hold the cover member 16 in its final position.

For emergency release, the linkage 46, as shown in phantom in Fig. 12.3, can be pivoted rearward to release the top compartment lid 16 for a manual opening. The accessibility can in this case by a penetration on the part of the vehicle interior in the embodiment shown or be realized in the case of a version with an adjacent trunk lid and a rear side adjacent trunk on the part of the trunk.

It is understood that in addition to an emergency release and an emergency lock with opposite manual operation of the linkage 46 is possible.

As indicated in dot-dash lines in FIGS. 12.1 to 12.3, depending on the application, it may be advantageous with regard to the forces and the drive to be expended when the direction of movement or pivoting direction of the lever of the linkage extends in the forward direction of travel.

The rotatable hinges 42, 43 used in the embodiment according to FIGS. 12.1 to 12.3 correspond in the present case to the rotary joints used in the embodiments described above.

All of the rotary hinges used in connection with the present invention may be not only hinged pivot hinges shown herein, but may also be any other known type of hinge, such as the one shown in FIG. B. a ball joint, which may be advantageous in particular in a pivoting of a vehicle outer element in the vehicle transverse direction.

The control and regulation of the electric motors 18, 19, 20, 21, 22 by means of the control unit 51 of the convertible top 1 and an evaluation and control unit 50 embedded therein are illustrated in FIGS. 13 and 14.

The higher-level evaluation and control unit 50 controls the movement of the roof elements 6, 7, 8 as well as the tensioning bow 15 and the top compartment lid 16 in each case along one Reference points predefined trajectory, wherein the reference points are presently set for positions of all or a selection of the pivots 1OA, 1OB, IIA, IIB, 13A, 13B, 14A, 14B, 17A, 17B, 42, 43.

The reference points for a desired trajectory are defined in advance and optionally learned in a test run, wherein the reference points divide the top movement sequence into different sections, which in turn represent a specific top closing or top opening state.

In the present case, a reference point is in each case a vector of the angle information of all position detection sensors 29 which are connected to the swivel joints for determining a position P1, P2, P3, P4, P5 of the drives 18, 19, 20, 21, 22 or the top and cover elements 6, 7, 8, 15, 16 are arranged.

In the hood process, the movement from one reference point to the next reference point is considered. As can be seen in particular from FIG. 13, sensor-determined positions P 1, P 2, P 3, P 4, P 5 are output to the evaluation and control unit 50 by the position detection sensors 29 at the swivel joints, which are evaluated by the latter. Such evaluation is preferably carried out cyclically in cycles of z. B. 30 ms.

The most exact possible determination of the real current positions is of great importance, so that care must be taken in the choice and arrangement of the position detection sensors 29 that this the evaluation and control unit 50 position information at any time and under any conditions, even after a power failure and in a manual hood operation, deliver. The evaluation and control unit 50 determined with each evaluation clock for each drive 18, 19, 20, 21, 22, a remaining movement distance, which here represents a rotation angle at a rotary joint, to the next reference point.

Subsequently, the movement distances or rotation angles remaining for the individual drives 18, 19, 20, 21, 22 are compared with one another, and on the basis of this comparison, a reference variable VF_18, VF_19, VF_20, VF_21, VF_22 for each drive 18, 19, 20, 21, 22 so that the sizes of the drives are dependent on each other.

Expediently, the largest reference variable, which represents an angular velocity here, is assumed, so that the desired angular velocities of the other joint points as reference variables VF__18, VF_19, VF_20, VF_21 depend on the point of articulation which is to be moved with the largest desired angular velocity , VF_22 can be determined.

The reference variables VF_18, VF_19, VF_20, VF_21, VF_22, which are respectively determined on the basis of the positions P1, P2, P3, P4, P5, are sent to a subordinate controller R18 assigned to the respective drive 18, 19, 20, 21, 22. R19, R20, R21, R22 output. Simplified control circuits of these regulators are shown in FIG.

As can be seen in FIG. 14, in each control loop, an actual value V_IST of the present speed determined by measurement is compared with the desired angular velocity output as command variable VF_18 or VF_19, VF_20, VF_21, VF_22.

In the case of a system deviation, ie a difference between these two variables, the PI controller formed controller R18 or R19, R20, R21, R22 depending on the characteristic of a manipulated variable VS__18 or VS_19, VS_20, VS_21, VS_22 derived, with a controlled system RS18 or RS19, RS20, RS21, RS22 is influenced. In the present case, the controlled system is the movement of the associated rotary joint, by means of which the output variables of which are travel or position signals P1, P2, P3, P4, P5 and the respective actual value of the speed V_IST.

Disturbing variables acting on the controlled system, which impair a harmonious and continuous opening or closing course of the convertible top 1, can here be, for example, temperature differences, wind conditions, vehicle speed, wind resistance, frosted top or the like.

The manipulated variables VS18, VS_19, VS_20, VS_21, VS_22 at a control deviation at the regulators R18, R19, R20, R21, R22 are output to the relevant controlled system RS18, RS19, RS20, RS21, RS22 and to the evaluation and control unit 50.

Since the control system of the controlled system is here each an electric drive, the manipulated variable is a current or Spannungsvorgäbe. By changing the energy flow to the adjusting system of the affected drives 18, 19, 20, 21, 22, an approximation to the respective reference variable VF18, VF19, VF20, VF21, VF22 is achieved.

The setting of the control system of the respective drives is effected by outputting a control signal S18, S19, S20, S21, S22 to the drives 18, 19, 20, 21, 22, wherein the control signals S18, S19, S20, S21, S22, S18 in the In the embodiment shown, the output signals of the control unit 51 are those which can be pulse-width-modulated. In the electric motors 18, 19, 20, 21, 22 used here, the control signals S18, S ± 9, S20, S21, S22, S18 represent z. As a current value specification and a BestromungsZeitvorgabe, however, depending on the design of the drive and other or other sizes may be the subject of the control signals.

The aim of the regulation is basically that all drives reach their reference point at the same time. If a time-synchronized reaching of the reference points is not guaranteed due to disturbances, which act in particular on one or several drives, the drives, which have already reached their reference point, wait until all other drives have also arrived at their reference points.

Reasons for not reaching a reference point can be z. As a defect of a drive, a falling below a minimum speed of a drive or the position of a reference point immediately behind a center of gravity of the part to be moved.

For self-protection of the system, it may be provided that in the event that not all drives have reached their reference points after a predefined time has elapsed, the top movement is stopped.

LIST OF REFERENCE NUMBERS

1 hood

2 convertible vehicle

3 outer roof frame profile pair

4 outer roof frame profile pair

5 outer roof frame profile pair

6 Vehicle outer element, hood element, front roof element

7 vehicle outer element, top element, middle roof element

8 vehicle outer element, hood element, rear roof element

9 Vehicle body, main bearing 0A swivel OB swivel OC passive swivel 0D passive swivel 0E passive swivel 0F passive swivel IA swivel IB swivel

12 Windshield Frame 3A Swivel Joint 3B Swivel Joint 4A Swivel Joint 4B Swivel Joint

15 vehicle outer element, hood element, clamping bracket

16 Vehicle outer element, cover element, convertible top compartment lid 6A Edge 6B Edge 7A Swivel joint 7B Swivel joint

18 electric motor

19 electric motor 20 electric motor 1 electric motor 2 electric motor 3 flexible shaft 4 gear mechanism 5 worm 6 gear A gear stage B gear stage 7 gear A gear stage B gear stage 8 gear 9 position detection sensor 0 shell part 1 bearing shell 2 stop 3 adjusting screw 4 lever element 5 front seat passenger 6 rear passenger 7 height obstacle, garage ceiling 8 Screw connection 9 Auxiliary lever 0 Connection 1 Bridging element 2 Swivel joint 3 Swivel joint 4 Swivel joint 5 Swivel joint 6 Linkage 7 Lever 8 Lever 9 Stop 0 Evaluation and control unit 1 Control unit Al to A5 Rotary axis Pl to P6 Position R18 to R22 Controller RS18 to RS22 Controlled system S18 to S22 Control signal

VF18 to VF22 reference variable VS18 to VS22 manipulated variable

Claims

PATENT CLAIMS

1. Device for actuating movable outer vehicle elements (6, 7, 8, 15, 16), in particular cover elements of a convertible vehicle (2), wherein for moving the vehicle outer elements (6, 7, 8, 15, 16) at least one joint (1OA 1OB, 10C, 10D, 10E, 10F, IIA, IIB, 13A, 13B, 14A, 14B, 17A, 17B, 42, 43, 44, 45) and a drive (18, 19, 20, 21, 22) are, characterized in that a plurality of drives (18, 19, 20, 21, 22) are provided, which are controlled by a higher-level evaluation and control unit (50), wherein the evaluation and control unit (50) for moving a vehicle outer element ( 6, 7, 8, 15, 16) along a reference path predefined movement path for a respective vehicle outer element (6, 7, 8, 15, 16) associated drive (18, 19, 20, 21, 22) a reference variable (VF_18, VF_19, VF_20, VF_21, VF_22) is calculated and outputs which depend on a sensory position (Pl, P2, P3, P4, P5) of the vehicle ßenelemente (6, 7, 8, 15, 16) and for a further drive (18, 19, 20, 21, 22) output command variable (VF_18, VF_19, VF_20, VF_21, VF_22) is determined.

2. Apparatus according to claim 1, characterized in that the evaluation and control unit (50) for each drive (18, 19, 20, 21, 22) cyclically determines a remaining movement distance to the next reference point, for the individual drives ( 18, 19, 20, 21, 22) compares remaining movement distances with one another and from this the reference variable (VF_18, VF_19, VF_20, VF_21, VF_22) is generated for each drive (18, 19, 20, 21, 22).

3. Device according to claim 1 or 2, characterized in that the evaluation and control unit (50) for a drive (18, 19, 20, 21/22) determined Führungsgrδße (VF_18, VF_19, VF_20, VF_21, VF_22) to a subordinate controller (R18, R19, R20, R21, R22) assigned to the relevant drive (18, 19, 20, 21, 22) which continuously outputs an actual value (V_IST) determined by measurement with the reference variable (VF_18, VF_19, VF_20, VF_21, VF_22) and outputs a manipulated variable (VS_18, VS_19, VS_20, VS_21, VS_22) to the evaluation and control unit (50) in the event of a control deviation, which in dependence thereon outputs an actuating signal (S18, S19, S20, S21, S22) to the respective drives (18, 19, 20, 21, 22) outputs.

4. Device according to one of claims 2 or 3, characterized in that the movement path is a linear path in a linear relative movement between two vehicle outer elements permitting joint.

5. Device according to one of claims 2 or 3, characterized in that the movement distance a rotation angle at a as a hinge (10A, 1OB, IIA, IIB, 13A, 13B, 14A, 14B, 17A, 17B, 42, 43) formed joint and that the command variable (VF_18, VF_19, VF_20, VF_21, VF_22) is each an angular velocity.

6. Device according to one of claims 1 to 5, characterized in that a reference point as a vector of Axialweg- and / or angle information of all position detection Sensors (29) which are associated with the drives (18, 19, 20, 21, 22) for determining the position (Pl, P2, P3, P4, P5) of the vehicle outer elements (6, 7, 8, 15, 16), is fixed.

7. Device according to one of claims 1 to 6, characterized in that the position (Pl, P2, P3, P4, P5) of the vehicle outer elements (6, 7, 8, 15, 16) at the joints (10A, 1OB, IIA , IIB, 13A, 13B, 14A, 14B, 17A, 17B, 42, 43) and that the reference points are determined for positions of the joints.

8. Device according to one of claims 1 to 7, characterized in that each one designed as a potentiometer position onsensor sensor (29) is used for position determination.

9. Device according to one of claims 1 to 8, characterized in that at least one of the drives as an electric motor (18, 19, 20, 21, 22) is formed which a drive torque directly into the at least one joint (10A, 1OB, IIA , IIB, 13A, 13B, 14A, 14B, 17A, 17B, 42, 43).

10. Device according to one of claims 1 to 9, characterized in that a moment of the electric motor (18, 19, 20, 21, 22) by means of a flexible shaft (23) in a as a rotary joint (10A, 1OB, IIA, IIB, 13A, 13B, 14A, 14B, 17A, 17B, 42, 43) can be introduced.

11. Device according to one of claims 1 to 10, characterized in that in each case at least two with respect to a vehicle longitudinal axis opposite, as hinges (10A, 1OB, IIA, IIB, 13A, 13B, 14A, 14B, 17A, 17B, 42, 43) formed joints by means of flexible shafts (23) with the Drive (19, 20, 21, 22) are connected.

12. Device according to one of claims 1 to 11, characterized in that at least some of a plurality of joints (10A, 1OB, IIA, IIB, 13A, 13B, 14A, 14B, 17A, 17B, 42, 43) are of identical construction.

13. Device according to one of claims 1 to 12, characterized in that the joint (10A, 1OB, IIA, IIB, 13A, 13B, 14A, 14B, 17A, 17B, 42, 43) by means of a transmission device (24) is driven ,

14. The apparatus according to claim 13, characterized in that the transmission device (24) between a first vehicle outer element (6) associated lever (3) and a further lever (4) of a second vehicle outer element (7) is arranged.

15. The apparatus of claim 13 or 14, characterized in that the flexible shaft (23) with a worm (25) of the transmission device (24) is rotatably connected, which worm (25) with a first, on one of the levers (4) mounted Gear (26) is engaged with at least one second gear (27) is engaged and operatively connected to the second lever (3).

16. The device according to one of claims 13 to 15, characterized in that in the transmission device (24) of the respective rotary joint (10A, 1OB, IIA, IIB, 13A, 13B, 14A, 14B, 17A, 17B, 42, 43) coaxial to the respective axis of rotation (Al, A2, A3, A4, A5), a driver is provided, on which the position detection sensor (29) is arranged.

17. Device according to one of claims 1 to 16, characterized in that on the joint (10A, 1OB, IIA, IIB, 13A, 13B, 14A, 14B, 42, 43) an adjustable, in particular with a set screw (33) trained Stop (32) is provided.

18. Device according to one of claims 1 to 17, characterized in that a plurality of movable vehicle outer elements (6, 7, 8, 15, 16) are provided, which top elements of a top (1) of a convertible vehicle (2) and at least collapsible Roof elements (6, 7, 8), of which at least one roof element (8, 15, 16) is pivotally connected to the vehicle body (9), wherein the connection of the top elements (6, 7, 8, 15, 16) with each other or with the vehicle body by means of at least one joint (10A, 10OB, 10C, 10D, 10E, 10F, 11A, 11B, 13A, 13B, 14A, 14B, 17A, 17B, 42, 43, 44, 45), and each at least one joint (10A, 1OB, IIA, IIB, 13A, 13B, 14A, 14B, 17A, 17B, 42, 43) of different compounds is separately controllable.

19. The apparatus according to claim 18, characterized in that each connection of the top elements (6, 7, 8, 15, 16) to one another or to the vehicle body (9) about an axis of rotation (A1, A2, A3, A4, A5) is an electric motor (18, 19, 20, 21, 22) is assigned as a drive.

20. The apparatus of claim 18 or 19, characterized in that a compound of the top elements (6, 7, 8, 15, 16) with each other or with the vehicle body (9) by at least one controllable pivot (10A, 1OB, 42, 43 ) and at least one passive pivot (IOC, 10D, 10E, 10F; 44, 45), the associated pivot (A4) of the link being an axis of rotation of a passive pivot (IOC, 10D).

21. The device according to one of claims 18 to 20, characterized in that three roof elements (6, 7, 8) are provided, which are S-like collapsible such that a front roof element (6) in a folded position with the top down ( 2) rearwardly pivoted about a central roof element (7) and an underlying, also opposite its position with the roof closed rearwardly pivoted rear roof element (8) is stored.

22. The apparatus according to claim 21, characterized in that during an opening movement of the top (2) the front roof element (6) about a first axis of rotation (Al) is pivoted high and rearward, the central roof element (7) about the rear-side, second axis of rotation (A2) and the rear roof element is pivoted about the rear-side, third axis of rotation (A3) rearward.

23. The device according to claim 22, characterized in that the pivoting of the front roof element (6) substantially during the pivoting of the central roof element (7) and the rear roof element (8).

24. The device according to claim 22, characterized in that the pivoting of the front roof element (6) takes place substantially before the pivoting of the central roof element (7) and the rear roof element (8).

25. The device according to claim 22, characterized in that the pivoting of the front roof element (6) substantially after the pivoting of the central roof element (7) and the rear roof element (8).

26. Device according to one of claims 18 to 25, characterized in that during an opening movement of the top (2) first a clamping bracket (15) for releasing a pivoting movement of a top compartment lid (16) raised and after installation of the top compartment lid (16) again is lowered, after which the roof elements (6, 7, 8) are placed on the clamping bracket (15).

27. Device according to one of claims 18 to 20, characterized in that three roof elements (6, I ₁ 8) are foldable such that at an opening movement of the top (2) first a middle roof element (7) around its rear-side rotation axis (A2) and a rear roof element (8) is pivoted rearwardly about the rear-side axis of rotation (A3); and in at least approximately horizontal position the rear roof element (8) a front roof element (6) and the middle roof element (7) are stored so that the central roof element (7) on the rear roof element (8) and at least approximately parallel to this and the front In contrast, roof element (6) is pivoted downwards in an at least approximately vertical position.

28. Device according to one of claims 18 to 27, characterized in that at an opening movement of the top (2) first a top compartment lid (16) swung open and in storage position of the roof elements (6, 7, 8) in an at least approximately horizontal position downwards is pivoted.

29. Device according to one of claims 1 to 28, characterized in that the vehicle outer element is a cover element (16), which from a closed position at least at one edge (16A) by pivoting means of at least one drivable pivot joint (42, 43) and at least one associated drive (22) about an opposite edge (16 B) can be raised.

30. The apparatus of claim 29, characterized in that the at least one drivable pivot (42, 43) on a linkage (46) engages, which is articulated at one end to the vehicle body (9) and with the other end to a in Vehicle longitudinal direction spaced from a rotational axis (A5) of the cover element (16) lying region of the lid member (16) is articulated.

31. The device according to claim 30, characterized in that the linkage (46) consists of two interconnected levers (47, 48) is formed, which are preferably of different lengths, wherein a compound of the lever (47, 48) with each other and at least one the articulated connections on the cover element (16) or the vehicle body (9) with a drivable pivot (42, 43) is formed.

32. Device according to one of claims 30 or 31, characterized in that the cover element (16) in its closed position by pivoting of the linkage (46) in a dead center position or over-center position can be locked.

33. Device according to one of claims 29 to 32, characterized in that the cover element is a top compartment lid (16) of a convertible vehicle (2), which at least on the vehicle front side can be raised.

34. Device according to one of claims 29 to 33, characterized in that the cover element forms a boot lid, which is at least liftable on the vehicle rear side.