EP1982030B1 - Method and device for controlling the closing movement of a chassis component for vehicles - Google Patents
Method and device for controlling the closing movement of a chassis component for vehicles Download PDFInfo
- Publication number
- EP1982030B1 EP1982030B1 EP06841413A EP06841413A EP1982030B1 EP 1982030 B1 EP1982030 B1 EP 1982030B1 EP 06841413 A EP06841413 A EP 06841413A EP 06841413 A EP06841413 A EP 06841413A EP 1982030 B1 EP1982030 B1 EP 1982030B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- door
- body component
- closing
- movement
- lock
- 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.)
- Not-in-force
Links
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Images
Classifications
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- 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
- E05B79/00—Mounting or connecting vehicle locks or parts thereof
- E05B79/10—Connections between movable lock parts
- E05B79/20—Connections between movable lock parts using flexible connections, e.g. Bowden cables
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
- E05F15/00—Power-operated mechanisms for wings
- E05F15/60—Power-operated mechanisms for wings using electrical actuators
- E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
- E05F15/611—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
- E05F15/00—Power-operated mechanisms for wings
- E05F15/60—Power-operated mechanisms for wings using electrical actuators
- E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
- E05F15/611—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings
- E05F15/63—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings operated by swinging arms
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
- E05F15/00—Power-operated mechanisms for wings
- E05F15/70—Power-operated mechanisms for wings with automatic actuation
-
- 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
- E05B81/21—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators for assisting final closing or for initiating opening with means preventing or detecting pinching of objects or body parts
-
- 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
- E05B81/80—Electrical circuits characterised by the power supply; Emergency power operation
- E05B81/82—Electrical circuits characterised by the power supply; Emergency power operation using batteries other than the vehicle main battery
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
- E05C17/00—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith
- E05C17/02—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means
- E05C17/04—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing
- E05C17/12—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod
- E05C17/20—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod sliding through a guide
- E05C17/22—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod sliding through a guide with braking, clamping or securing means in the guide
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2201/00—Constructional elements; Accessories therefor
- E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
- E05Y2201/214—Disengaging means
- E05Y2201/216—Clutches
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2201/00—Constructional elements; Accessories therefor
- E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
- E05Y2201/23—Actuation thereof
- E05Y2201/246—Actuation thereof by auxiliary motors, magnets, springs or weights
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2201/00—Constructional elements; Accessories therefor
- E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
- E05Y2201/404—Function thereof
- E05Y2201/41—Function thereof for closing
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2201/00—Constructional elements; Accessories therefor
- E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
- E05Y2201/404—Function thereof
- E05Y2201/41—Function thereof for closing
- E05Y2201/412—Function thereof for closing for the final closing movement
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2201/00—Constructional elements; Accessories therefor
- E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
- E05Y2201/43—Motors
- E05Y2201/434—Electromotors; Details thereof
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2201/00—Constructional elements; Accessories therefor
- E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
- E05Y2201/46—Magnets
- E05Y2201/462—Electromagnets
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
- E05Y2400/10—Electronic control
- E05Y2400/30—Electronic control of motors
- E05Y2400/3013—Electronic control of motors during manual wing operation
- E05Y2400/3015—Power assistance
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
- E05Y2400/10—Electronic control
- E05Y2400/36—Speed control, detection or monitoring
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
- E05Y2400/10—Electronic control
- E05Y2400/52—Safety arrangements associated with the wing motor
- E05Y2400/53—Wing impact prevention or reduction
- E05Y2400/532—Emergency braking or blocking
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2900/00—Application of doors, windows, wings or fittings thereof
- E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
- E05Y2900/53—Type of wing
- E05Y2900/531—Doors
Definitions
- the present invention relates to a method and a device for controlling the closing movement of a manually closable body component for vehicles, in particular for motor vehicles, for example a hinged door, sliding door, pivot / sliding door, hood, flap, a sunroof or the like.
- Body parts of the aforementioned type are closed nowadays for the most part by manual operation.
- slamming or throwing too much energy is often introduced into the closing process, which loads the body component and stored in this functional components or their suspension when closing the body component by the then occurring high accelerations.
- the functional components and their storage must be designed for reliable continuous operation highly resilient.
- automobile doors have to be designed for about 100,000 and more loads with acceleration forces of 30g to 50g, which requires a complex design and storage of these functional components and unnecessarily increases costs. It would therefore be desirable if it can be ruled out reliably that the operator manually closes or throws body components of the aforementioned type at too high a speed.
- DE 41 40 197 C2 discloses a method for adjusting a power-operated component, in which the door is slowed down so much during opening or closing that when closing only after a new command, triggered by pressing an electrical switch, is possible. A locking or complete closing of the door can only be done manually. This system requires relearning of the operator compared to a manually lockable door, which is often undesirable.
- DE 103 23 001 A1 corresponding US 2004/0020126 A1 discloses a vehicle door device having a drive and lock mechanism in which a control mechanism is provided to control operations of the drive and lock mechanism based on a door close command, and wherein a detection device is provided to detect whether a striker is positioned within the range is, in the locking piece can be brought into engagement with a latch. Further, there is provided a drive force reduction mechanism provided in the control mechanism for reducing a power output of the drive mechanism after the detection means detects that the lock piece is positioned within the range in which the lock piece is engageable with the latch.
- the U.S. Patent 6,359,762 B1 discloses a method for controlling a powered sliding door. According to the method, the sliding speed is measured by a sensor after a predetermined time interval has elapsed after operation of a driving motor of the sliding door. The measured sliding speed is compared with a lower limit speed corresponding to a value of the battery voltage of the vehicle. The movement of the sliding door is stopped or reversed when the sliding speed is lower than the lower limit speed. This is to prevent malfunctions due to insufficient power supply of the system. In particular, thereby a reliable anti-trap protection is to be effected.
- the U.S. Patent 5,076,016 discloses a powered automotive sliding door with an electromagnetic clutch for driving a cable to open and close the sliding door.
- DE 42 24 132 A1 discloses a door locking system which is primarily concerned with keeping a motor vehicle door in any angular position. It is disclosed that with the door locking system, also a door pull function can be performed and the door can be damped guided into the end positions, which means that the door with low kinetic energy enter the closed or locked state or in the case of an active door lock system when entering in the closed or locked state should be slowed down.
- the kinetic residual energy of the door after passing through the second adjustment range and reaching a predetermined, non-vanishing opening angle does not exceed a predetermined, non-vanishing limit value, but the residual kinetic energy is insufficient to automatically close the door or the door Door into a pre-catch or main raste of a castle to convict.
- a method and a device of the initially mentioned type should be provided in such a way that the body component reliably enters the completely closed state with comparatively low, in particular defined residual kinetic energy.
- a method and a device of the aforementioned type are to be provided in a simple manner, so that expenditure in the design and storage of functional components of the body component can be saved.
- a reliable anti-trap protection is to be ensured.
- the present invention is based on a method for controlling the closing movement of a manually closable body component for vehicles, in particular for motor vehicles, for example a hinged door, sliding door, pivot / sliding door, hood, flap, a sunroof or the like.
- the body component passes through a first adjustment range in which the body component is moved to the closed position without the intervention of a control member, wherein the body component then passes to the first adjustment range a second adjustment range in which the closing movement of the body component is changed by engagement of the control member so that the kinetic residual energy of the body component does not exceed a predetermined limit after passing through the second adjustment.
- the residual kinetic energy at the end of the second adjustment range is not sufficient to close the body component automatically or to transfer this into a pre-catch or main catch of a lock. Damage to the body component and its functional elements and their storage due to an excessive acceleration at the beginning or during the closing process can be avoided even more reliable.
- the body component then passes through a second adjustment range to the second adjustment range, in which a drive device drives it as far as the pre-catch or main catch of the lock.
- the body component is thus closed under controlled, specifiable conditions, so that damage to the body component and its functional elements and their storage due to excessive speed when retracted to the closed state can be excluded according to the invention.
- the drive device is driven by emptying an energy store, which during the manual opening and / or closing of the body component by braking or damping an opening and / or closing movement is replenished.
- energy for driving the closing aid in the third adjustment range is not only saved, but also a simpler design of the body component can be realized.
- a separate power supply, in particular energization, a drive of the closing aid can basically be omitted.
- the body component in the third adjustment range is driven by an electric motor up to the pre-catch or main catch of the lock.
- the closing movement is preferably carried out so that in the case of trapping the drive is either overrun or reversed, so that a anti-trap function is realized. Due to the low closing speed in the third adjustment range, trapping according to the invention can not in any case lead to major damage.
- the closing movement of the body component is braked by means of a coupling brake device until the predetermined kinetic residual energy is reached.
- a coupling device may be provided.
- the associated vehicle opening and the arrangement of the braking device is ensured without an additional coupling device that the braking device couples only upon reaching the second adjustment to the closing movement of the body component.
- the braking rate of the braking device increases with increasing closing speed of the body component, preferably non-linearly. In this way, a smooth, jerk-free, continuous transition of the closing movement of achieved the second to the third adjustment range, which allows a high ease of use and leads to a trouble-free continuous operation.
- the braking rate of the braking device is changed as a function of a determined speed and / or acceleration of the closing movement or of an ascertained closing path of the body component determined.
- an electronic control device in particular a microprocessor, is provided, which constantly monitors and controls the movement quantities of the body component in order to ensure the desired movement state at the end of the second adjustment range.
- the braking rate of the braking device is further dependent on a type or manufacturer of the body component, a position of the vehicle, an identification of a user of the vehicle and / or an output signal of a logic unit, in particular a fuzzy logic or a neural Net, changed.
- the fuzzy logic or the neural network makes it possible for the control electronics to learn a typical closing operation of an operator, who can also be identified, and, with the knowledge of a typical closing operation, to engage the closing movement in a suitably controlling manner.
- Another aspect of the present invention relates to an electronic control program which, when executed by a processor means, such as a control IC or microprocessor, causes the aforesaid method steps to be performed to control the closing movement of a body component of the aforementioned type.
- a processor means such as a control IC or microprocessor
- a further aspect of the present invention further relates to a device for controlling the closing movement of a body component of the aforementioned type, as described above.
- identical reference numerals designate identical or substantially equally acting elements or groups of elements.
- the starting point is a hinged door which has a braking or damping device for braking or damping the door closing movement and a drive for driving the door closing movement.
- a clutch serves to engage the braking or damping device in the power flow between the door and the vehicle body.
- This clutch can, as well as the drive, be electronically controlled, but can also be opened and closed by mechanical means.
- the drive may be an electric drive or a purely mechanical drive powered by an energy store which is charged during opening and / or closing of the vehicle door or by an additional electric motor serving another adjustment movement as stated below.
- the closing process begins with a manual closing in a first adjustment range (door opening angle 75 ° to 20 ° or up to another variable predefinable opening angle), in which the drive is off and the clutch is open, so that the door in the first adjustment without restrictions can be closed.
- a first adjustment range door opening angle 75 ° to 20 ° or up to another variable predefinable opening angle
- This closing can be done by hand or by door slamming.
- the speed of the door in the first adjustment range varies considerably during manual guidance or door slamming.
- the first adjustment range is followed by a second adjustment range, in which the door closing movement is decelerated, with the aim that at a predetermined angle, which in the exemplary embodiment is 11 °, but on which the invention should not be limited, the door has a predetermined maximum speed or speed It should not exceed maximum kinetic energy.
- This maximum speed or kinetic energy is inventively set so that the door due to the residual kinetic energy at the end of the second area not automatically, that can be closed without additional drive. Even during deceleration in the second adjustment range, the drive remains switched off.
- a controlled braking of the door closing movement in the second adjustment range is achieved until, at the end of the second range, the defined target conditions with respect to door speed, torque, kinetic energy and the like are met.
- a part of the kinetic energy of the door can be temporarily stored in an energy store, which subsequently serves a drive device for closing the door in a third adjustment area adjoining the second adjustment area.
- energy stores can be based on mechanical, pneumatic, hydraulic, electrical, magnetic or in principle also chemical operation.
- the aforementioned conditions at the end of the second range can be chosen in particular so that safety aspects are taken into account. These can be: Maintaining a maximum clamping force in the rear or front area of the door, in particular in the area of the vehicle B-pillar, for example in adaptation to legal requirements; Maintaining a maximum closing speed, so that when entering the door in one Sealing portion and the door lock in an associated locking portion, in particular locking bolt, a maximum negative acceleration is not exceeded, so that an overly stable design of the door elements and their suspension or storage according to the invention is not mandatory. In this way, especially too strong a door strike can be reliably prevented.
- a third adjustment in which the door is automatically pulled.
- the drive is turned on and closed the clutch for engaging the driving force.
- the closing movement of the door takes place with constant or variable, in particular decreasing, speed.
- the vehicle door is almost completely or completely closed, as indicated by the example door opening angle of 0.3 °.
- the door can also be completely closed at the end of the third area.
- Fig. 1 closes the third adjustment a fourth adjustment range, in which the door lock is locked.
- the drive is turned on and the clutch is closed to close the power flow.
- motorized closing devices can be used, as are known from the prior art, for example from US Pat DE 101 55 307 A1 or DE 102 31 825 A1 .
- a lever element acted upon by a motor drive can be used, as can be seen for example from US Pat DE 103 27 448 A1 is known.
- the content of the aforementioned publications is hereby incorporated by reference for expressing purposes in this application.
- sensors can monitor the state of motion and / or the environment of the door. As explained below, output signals from these sensors can be output to control electronics for controlling door movement. Partly, these sensors can also be replaced by purely mechanically functioning buttons, as explained below.
- a potentiometer is provided, which is provided on a door hinge or coupled thereto.
- sensors can also be realized resistively, capacitively, magnetically, opto-electronically or in another way.
- sensors for detecting a pinching condition can also be realized, which can also be detected by an electronic control device in order to trigger a deceleration or reversing of the door.
- a stop sensor monitoring an outer side of the vehicle door, for example an optical sensor, in particular an infrared sensor, or an ultrasonic sensor which monitors the surroundings of the outside of the vehicle door to see if there is a risk of a collision with a nearby obstacle.
- the clutch is selectively closed to close the power flow to the braking device and to achieve a suitable braking of the door during manual opening and then locking the door and thus to prevent a collision with the obstacle.
- the clutch is not closed until reaching a maximum door opening angle, in the embodiment of about 75 °, to brake the door to a stop (Endanschlagdämpfung).
- the same braking device is used both for braking the door when closing and when opening.
- This braking device can also be used to lock the door at a given door opening angle by closing the clutch.
- Fig. 2 explains the closing behavior of a vehicle door according to the present invention when striking by hand with different initial speeds.
- the dashed line symbolizes a negative limit acceleration of 5g.
- the bold line corresponds to a permissible maximum speed of 0.1 m / s in the embodiment.
- the speed of the door linearly decreases due to frictional forces until finally, by closing the clutch, the braking device is engaged to decelerate the door. In a door with electronic control device, this engagement can be triggered by an electronic signal.
- Fig. 2 Initially, the speed of the door linearly decreases due to frictional forces until finally, by closing the clutch, the braking device is engaged to decelerate the door. In a door with electronic control device, this engagement can be triggered by an electronic signal.
- the door is decelerated to different extents until, finally, the permissible maximum speed is reached at the end of the aforementioned second area.
- the boundary between the aforementioned second and third adjustment range can also be varied according to the invention, as explained below.
- the door is then tightened in the third adjustment at a constant speed. As by the use in the Fig. 2 indicated, the speed of the door when entering the seal eventually decreases to zero.
- a forward-looking (proactive) braking of the door can also be realized according to the invention. If, for example, a comparatively high initial speed or a dynamic, accelerating door slamming is detected, it can be provided that the clutch is closed relatively early or the brake device is engaged relatively early in order to close the door more gently than in the case that the door is closed or supplied comparatively slowly. Further, in an electronic control device, the closing of the clutch can be made user-dependent by identifying the user. For this purpose, an additional fuzzy logic can be provided which "learns" a typical closing behavior for the respective user.
- the respective user is identified, for example by means of a chip card or RF tag carried by the latter, and the data records determined for the respective door closing operation are averaged or "taught in" to a normal data record for a normal door closing operation of the respective operator.
- Signals the fuzzy logic of the controller that for the straight Actuator is typically expected a very violent door slamming it can be inventively provided that the control device closes the clutch earlier to engage the braking device and to realize a gentle closing of the door for high initial speeds or a dynamic door slamming.
- another parameter that can influence the engagement of the control electronics according to the invention also represent the position of the vehicle. If, for example, the vehicle is parked on a slope with expected additional acceleration of the door when closing, the control electronics can proactively intervene earlier than in the case of a horizontal alignment of the vehicle.
- the Fig. 3a is based on a mechatronic door locking system with central control electronics.
- the door 1 comprises an angle sensor 2 which detects the opening angle and therefrom the angular velocity and angular acceleration of the door 1, and a distance sensor 3 which determines the distance of the rear and / or front end of the door 1 to an edge of the body opening, for example the vehicle B-pillar, and / or the distance of the outer surface of the door 1 to obstacles detected.
- the output signals of the sensors 2, 3 are transmitted to the control electronics 7 for further evaluation.
- the door 1 further comprises a brake 15, which can be engaged and disengaged via a coupling device, not shown, an electric drive 12, which can be switched on and disengaged via the same or another coupling device, not shown, a coupling means 11, the electric drive 12 of the door to the vehicle body coupled, a closing device 9 and a door lock 8.
- the brake 15 and the drive 12 may be combined to form a brake and drive unit 10, which optionally by means not shown Coupling can be engaged or disengaged.
- the drive 12 is coupled to the closing device 9 to pull in the door.
- the electric drive 12 is used to lock the door lock 8.
- the coupling device, the brake 15, the drive 12, the closing aid 9 and the locking of the door lock 8 are controlled by means of control signals of the control electronics 7.
- an energy storage 13 may further be provided, which can be charged by converting the kinetic energy of the door during braking and the electric Drive 12 and / or the closing device 9 exclusively or supplementally supplied with energy.
- the drive according to the invention can also be arranged on the body side.
- the Fig. 3b shows a door closing system according to the present invention, which works exclusively with mechanical elements. Accordingly, the angle sensor according to the Fig. 3b replaced by a mechanical angle switch 2 and the distance sensor 3 according to the Fig. 3a replaced by a mechanical distance switch 3. According to the Fig. 3b the mechanical angle pushbutton is coupled to the damper or the brake 15 in order to actuate it appropriately. The kinetic energy released during braking is temporarily stored in a mechanical energy store 13, in particular a prestressable spring system, as explained below.
- the energy storage 13 is triggered by a signal of the mechanical distance switch 3 to release the stored energy activated to drive the mechanical drive 14, which in turn is coupled to the closing device 9 and the door lock 8 to pull the door and lock the door lock 8 ,
- the mechanical drive 14 is coupled to a coupling means 11 for coupling the door to the vehicle body.
- the damper or the brake 15 the energy storage 13 and the mechanical drive 14 can be combined to form a brake and drive unit 10.
- the energy storage 13 is charged in the aforementioned second adjustment at the door closing. Or the energy storage 13 is charged when opening the door.
- the mechanical distance button 3 signals a predetermined distance of the door 1 to the edge of the body opening, the closing device 9 is activated to pull the door, and then triggered the lock of the door lock 8.
- the Fig. 3c shows an inventive door locking system with central control electronics, in which the energy storage 13 is additionally or additionally charged with a provided in the door 1 additional electric motor 16 which serves a purpose other than for adjusting the door 1, for example as a window motor, lock drive, central locking motor or electric arm rest. Deviating from Fig. 3a the energy storage 13 is additionally coupled with the additional electric motor 16, wherein the coupling of the electric motor 16 and its activation is triggered by a control signal of the control electronics 7.
- the Fig. 4 shows an embodiment of a mechatronic door locking system according to the Fig. 3a , whose operation is described below on the basis of FIGS. 5a-5d will be described.
- the door 1 comprises a brake and drive unit 10, which is coupled via a coupling rod or the like to a stationary reference point on the vehicle body and has its own electric motor 12.
- the door 1 is pivotable about a pivot axis 4, wherein an angle sensor, in particular a potentiometer, the opening state of the door 1 and derived therefrom whose angular velocity and angular acceleration constantly detected.
- a distance sensor 3 is provided which constantly monitors the distance of the rear end of the door 1 to the edge of the body opening.
- the signals of the sensors 2 and 3 are delivered to the control electronics 7, which controls the brake and drive unit 10 and the door lock 8 suitable.
- the brake and drive unit 10 is used not only for closing the door 1 upon reaching the aforementioned third area but also for driving the locking of the door lock 8.
- the brake and drive unit 10 actuates the cable of the Bowden cable 18, the unit 10th coupled with the door lock 8 to achieve a locking of the door lock 8 in the known manner.
- FIGS. 5a-5d for an embodiment of a mechatronic door locking system will be described.
- the Fig. 5a shows a mechatronic brake and drive unit 30 in a state to open the door lock (not shown).
- a spindle 41 is mounted in bearings 40, 42.
- On the outer circumference of the spindle 41 extends a helical inner groove into which engages a projection on the inner peripheral surface of the spindle nut 43.
- On the otherwise smooth cylindrical outer peripheral surface of the spindle 41 sits slidably and closely fitting a spindle nut 43 receiving spindle nut cage 44.
- the open position according to the Fig.
- a hook 60 of pivotable about the pivot axis 58 pivot lever 59 is snapped into a corresponding recess of the spindle nut 43 to couple the spindle nut 43 to the spindle nut cage 44 and the carriage 45.
- a stop surface 57 is provided at the other end of the Swing lever 59 on which a plunger 56 of the mounted on the carriage 45 lifting magnet 55 is applied.
- the lower end of the carriage 45 is coupled via an end piece 47 to a coupling rod 11, which couples the unit 30 to a fixed reference or coupling region 6, as indicated schematically by the reference numeral 6.
- the coupling rod 11 is pivotally mounted about a pivot axis 46 perpendicular to the plane of the drawing.
- Fig. 5a meshes with the left end of the spindle 41 rigidly connected gear 39 with the gear 38 which is rigidly connected to the axis of rotation of two gear stages 37, 36.
- a gear 35 which meshes with the seated on the drive shaft 33 of the electric motor 12 screw 34.
- an electromagnetic brake 32 which is actuated by an electronic control device, not shown, to suitably decelerate the rotational movement of the spindle 41, in the known manner by pressing against each other rubbing clutch discs.
- Fig. 5a engages in a recess at the upper end of the spindle nut 43 a nose of the driver 50, to which the cable 180 of the Bowden cable 18 is fixed for actuating the door lock.
- a sliding guide 51 formed by two spaced-apart parallel webs is provided which is slidably guided on a longitudinal rib 52 of the housing 31 parallel to the axial direction of the spindle 41.
- the cable 180 of the Bowden cable 18 is relaxed.
- the cable 180 deflected by the semicircular cable deflection piece 181 can be actuated by displacing the driver 50, driven by the spindle nut 43.
- the solenoid 55 is actuated to pivot by pushing the plunger 56 against the stop surface 57, the pivot lever 59 in a clockwise direction about the pivot axis 58 and so the latch hook 60 of the pivot lever 59 out of engagement with the recess 49 (see. Fig. 5b ) of the spindle nut 43.
- the electric motor 12 reverses to the spindle nut 43 in the spindle nut cage 44 by turning the spindle 41 in the Fig. 5b to move to the right, until finally according to the Fig. 5b the spindle nut 43 has arrived at the right edge of the spindle nut cage 44.
- the pulling force exerted thereby on the cable 180 of the Bowden cable 18 causes the switching operation of the door lock from the pre-catch to the main catch.
- the designated locking region of the spindle nut 43 is indicated by a double arrow.
- the main catch of the door lock is detected by a sensor located in the door lock, whose output signal is evaluated by control electronics.
- the control electronics then reverses the electric motor 12 again to move the spindle nut 43 back into the spindle nut cage 44 by turning the spindle 41.
- the engaging in the spindle nut 43 driver 50 relaxes the cable 180.
- the door lock remains in the main catch, so this is kept closed.
- the solenoid 55 moves the plunger 56 back, so that the spring-biased pivot lever 59 pivots counterclockwise about the pivot axis 58 back and the latch hook 60 of the pivot lever 59 engages again in the recess 49 of the spindle nut 43.
- the door remains locked in the main door.
- the spindle nut cage 44 is located at the right end of the spindle 41 and the spindle nut 43 at the left end of the spindle nut cage 44.
- the door lock is opened in the known manner. This is followed by the manual swinging of the door.
- the coupling rod 11 pulls the carriage 45 along the spindle 41 to the left, as in the Fig. 5c for an intermediate position during the manual opening of the door.
- the latching hook 60 of the pivot lever 59 engages in the recess of the spindle nut 43, while the spindle nut 43 is carried passively with the spindle nut cage 44.
- the driver 50 remains at the left end portion of its adjustment, as in the Fig. 5c shown, so that the nose 53 of the driver 50 is disengaged from the corresponding recess on the outer circumference of the spindle nut 43 passes.
- the clutch 32 is opened, so that the rotational movement of the spindle 41 is not braked by a mutual pressing of the friction linings of the clutch 32. Only when according to the Fig. 5d the door is pivoted maximum, the clutch 32 is actuated by the control electronics and closed to brake the rotational movement of the spindle 41 and to provide an end stop damping.
- a proximity sensor may permanently monitor the outer surface of the door for a collision with obstacles. If it is determined by the control electronics that a collision of the vehicle door threatens with an obstacle, then according to this further embodiment, the clutch 32 can be closed at any time during manual swinging of the door to brake by braking and subsequent blocking the rotational movement of the spindle 41, the pivotal movement of the door and to hold the door stationary (collision protection). By manually inwardly pivoting the door, the locking action of the clutch 32 can be suppressed. If this is detected by the door sensor, the control electronics releases the clutch 32 again in order to allow the vehicle door to be swiveled. Or the control electronics are the Detecting the door by releasing the clutch 32 after the lapse of a predetermined time interval free.
- the door can be swung in or slammed shut by hand.
- the coupling rod 11 presses the carriage 45 with the locked in this spindle nut 44 again to the right.
- the engine 12 remains off and the clutch 32 is open.
- the aforementioned second angle range or adjustment range is achieved, as detected by the door sensor and the control electronics, in which by suitable closing of the clutch 32, the rotational movement of the spindle 41 is decelerated until finally at the end of the aforementioned second angle range, a target movement state of the door is reached, for example, in which the maximum angular velocity or kinetic energy of the door does not exceed a predefinable maximum value.
- the clutch 32 can be permanently closed with a predetermined by the control electronics force to brake the rotational movement controlled, according to a predetermined by the control electronics characteristic.
- the rotational movement of the spindle 41 can also be braked by alternately closing and opening the clutch 32 in accordance with a braking characteristic predetermined by the control electronics.
- the brake and drive unit allows a smooth, smooth braking of the door to a desired, predetermined by an electronic control unit movement state.
- the closing of the door is done in such a way that the operator simply slams the door.
- the door is slowed down so much that at the output of the aforementioned second area, the kinetic residual energy of the door is no longer sufficient for an automatic closing and / or locking the door.
- a closing device is activated automatically, which automatically engages the door at least up to the pre-catch. Subsequently, the motor-driven locking of the door lock takes place.
- FIG. 6 shows schematically a motor vehicle door 1 with a purely mechanical door closing system according to the present invention.
- the door 1 is suspended from the door hinges 5.
- a brake and drive unit 70 is provided, which is articulated via a pivotally mounted coupling rod 11 with the rack 740 provided thereon to a stationary reference or coupling region 6 on the vehicle body.
- a damping or braking device is provided, as explained below.
- the unit 70 is coupled via a Bowden cable 18 with the door lock 8.
- a mechanical distance switch 3 which actuates a coupled to the unit 70 Bowden cable 19, notes when the door is almost completely closed, in particular a pre-catch of the door lock is reached. If the distance switch 3 triggers, then a locking mechanism is actuated and triggered via the Bowden cable 19, which transfers the door lock 8 into the main catch via the Bowden cable 18 or locks it.
- the Fig. 7 shows the mechanical brake and drive unit 70 in an exploded view.
- a Bowden cable 18 receiving Bowden cable bearing piece 183 is attached and a mechanical energy storage and drive unit 76 was added.
- a coupling unit 75 for coupling the door distance sensor 3 is mounted with the unit 70, so that the pawl mechanism formed by two pivoting levers 752, 755 can cooperate with a circumferential movement of the middle rotary disk 81 of the energy storage and drive unit 76 acting as a guide slot, as explained below.
- a door locking unit 73 is further arranged.
- the energy storage and drive unit 76 includes three spaced apart rotatably mounted discs 80, 81 and 82.
- the discs 80-82 are rotatably mounted about the central axis of rotation 83, in a Drehachsenlager Society 714 of the left housing plate 710 of the housing 71 and one opposite lying storage area is mounted in the right housing plate 711.
- the discs 80, 82 are rotationally fixed to each other and connected to each other via the axis of rotation.
- the center hub 81 can be rotated relative to the unit formed by the discs 80, 82.
- the left Turntable 80 is semicircular in shape, with a substantially radially extending guide slot 90, in which a slidably guided therein Federeinhnaturebolzen 86 is mounted, in which the upper end of the tension spring 84 is mounted, and with an arcuate, over an angular range of about 45 ° extending guide slot 91 in which a guide pin 92 is slidably mounted.
- a spring retainer pin 89 is slidably mounted in a substantially radially extending guide slot 95, wherein the lower end of a tension spring or in the embodiment according to the Fig. 7
- two tension springs 87 are suspended in the spring retainer bolts 89.
- the middle and the right turntable 81, 82 are further connected to each other via a guide pin 97 which is screwed into the guide slot 96 serving for an adjustment.
- a depressor 100 and two lateral hook-shaped carrier 101 spaced therefrom are provided which depress or take away the mushroom-shaped cable nipple 182 of the Bowden cable 18 mounted inside the housing 71, as explained below.
- the energy storage and drive unit 76 is mounted in the housing 71, that the left and center turntable 80, 81 are mounted inside the housing, the right turntable 82, however, is mounted outside of the housing 71 on the rear side, so that the bolt 97, the in the right-hand housing plate 711 formed crescent-shaped recess 716 protrudes.
- the housing plates 710, 711 are firmly connected to each other via a plurality of bolts 712 with spacer sleeves 713 provided therebetween.
- two circular recesses are formed in the upper spacer sleeve 713, in which the upper ends of the tension springs 87 are mounted.
- the lower end of the tension spring 84 is suspended in a corresponding spacer sleeve at the rear lower end of the housing 71.
- the springs 87 serve to lock the door lock by operating the Bowden cable 18, while the tension spring 84 serves to close the door in the aforementioned third Matverstell Siemens. Accordingly, the tension springs 87 and 84 can be relaxed separately from each other, for which purpose the center turntable 81 is rotatably supported relative to the left and right turntable 80, 82.
- the door locking unit 73 is fixed to the right housing plate 711 so that the axis 732 penetrates the recess 717 at the upper edge of the right housing plate 711 and the
- Gear 733 with the external teeth 105 of the right turntable 82 meshes.
- the right turntable 82 thus serves as a drive for the unit 70.
- a door lock 73 is a braking system with a high breakaway torque, in particular a defined breakaway torque, the continuation torque is low, so that after overpressing the high breakaway torque (overpressing the holding force of the door) the Door can be moved easily smoothly.
- a brake system can be realized for example in the known manner by a wrap spring or the like.
- Fig. 7 is at the front edge of the housing 71 a the two housing plates 710, 711 interconnecting bearing plate 726 attached, in which a semi-cylindrical pivot receptacle 727 is formed.
- the housing 71 is rotatably mounted about this pivot (not shown in the figures) relative to the bracket 72 rigidly connected to the frame of the vehicle door, so that An angular compensation when pivoting the door can be achieved.
- the damping unit 74 comprises a base plate 741 with two support brackets 743, 744 provided thereon, between which, according to FIG. 8d, a bearing sleeve 749 is formed, in which the cylinder 746 of a hydraulic damper is accommodated by means of screws 7490 and 7491 on the bearing sleeve 749 is attached.
- the base plate 741 is fastened to the rear side of the right-hand housing plate 711 by means of the attachment holes 742 and the corresponding attachment holes 719, such that the outer teeth 105 of the right turntable 82 mounted outside the housing 71 on the rear side thereof are fixed to the coupling rod 11 provided rack 740 meshes.
- the front end of the coupling rod is pivotally articulated to the stationary reference or coupling region 6 on the vehicle body.
- an angled actuating element 745 is provided, which reaches in certain angular ranges of the door, as explained below, in abutment with the operating end 748 of the piston rod of the piston 746 mounted in the cylinder.
- the hydraulic or pneumatic damping cylinder 746 is designed so that its damping or braking rate increases with increasing closing speed of the door, preferably non-linear. If the door is slowly closed, the braking or damping effect is negligible; However, if the door slammed violently, the damping or braking effect is considerable.
- a circumferential projection 110 is formed on the outer circumference of the middle rotary disk 81, which, in cooperation with the ratchet mechanism formed by the two counter-pivotable pivoting levers 752 and 755, controls the rotation of the middle rotary disk 81 to initiate locking of the door lock via the Bowden cable 18, as follows executed.
- FIGS. 8a-14b the operation of the mechanical brake and drive unit according to the Fig. 7 be described for opening and closing the vehicle door and locking the door lock.
- the mechanical brake and drive unit is shown in a respectively rear view in the figures designated by the letter a, the unit in a front view and in the drawings designated by the letter b in a corresponding rear view.
- FIGS. 8a and 8b As a starting condition, the case of a fully closed and locked vehicle door is considered, as in FIGS. 8a and 8b shown.
- the coupling rod 11 In this position, the coupling rod 11 is moved into an end position, which is attenuated or determined by the interaction of the actuating element 745 with the operating end 748 of the damping cylinder 746.
- the springs 84, 87 relaxes and abuts the pawl of the upper pivot lever 755 on the outer circumference of the circumferential projection 110, without blocking this and the rotational movement of the central hub 81.
- FIGS. 9a and 9b show the unit 70 after swinging the door by about 19 °. It has the coupling rod with the rack 740 compared to the FIGS. 8a and 8b moved something, whereby the meshing with their external teeth 105 to the rack 740 right turntable 82 was rotated and also in the rotary end stop located hubs 81 and 80 were entrained. As a result, the springs 84, 87 are biased. While the spring retainer pin 86 of the tension spring 84 has already completely passed through the guide slot 90, the corresponding spring retainer pin 89 of the tension spring 87 is located approximately in the center of the associated guide slot 95 Fig.
- the lower pivot lever 752 is snapped back in the clockwise direction and abuts the lower end of the circumferential projection 110 to lock a reverse rotation of the central hub 81.
- the piston rod 747 of the damping cylinder 746 is almost completely extended in this position, but the operating end 748 of the piston rod 747 continues to be applied to the actuator 745 of the coupling rod 11 at.
- FIGS. 10a and 10b show the unit 70 after manually swinging the door by about 21 °.
- the springs 84, 87 are biased further in this state.
- the preloaded upper pivot lever 755 is now pivoted back in the counterclockwise direction, so that the jointly formed by the pivot levers 752, 755 pawl mechanism with the circumferential projection 110 cooperates to prevent turning back of the central hub 81.
- the pawl mechanism prevents relaxation of the tension of the door lock serving 87 springs Fig. 10a have shown in the position according to the Fig.
- the two drivers 101 are moved past the mushroom-shaped cable nipple 182 of the Bowden cable 18 in the clockwise direction and are thus ready for operation of the Bowden cable 18 by engaging behind the cable nipple 182 and rotating the middle rotary disk 81 in the opposite direction.
- the actuating element 745 of the coupling rod 11 at the operating end 748 of the piston rod 747 of the damping cylinder 746.
- the door pulling pulling spring 87 continues on the left turntable 80 and coupled with this right turntable 82, to further rotate them until finally the closed position of the door is reached.
- the force exerted by the tension spring 84 is comparatively small, but sufficient to reliably tighten the door against the damping or braking force exerted by the damping cylinder 746.
- a damping cylinder is used for this purpose, the braking or damping rate for high door closing speeds is large, but low for low door closing speeds.
- the tension spring 84 is sufficient to reliably tighten the door against the damping force or braking force exerted by the damping cylinder 746.
- the driver 101 is arranged in almost immediate closed door in the immediate vicinity of the mushroom-shaped cable nipple 182 of the Bowden cable 18 to engage behind this.
- the circumferential projection 110 is released from the pawl mechanism, the center turntable 81 is rotated according to the Fig. 14a quickly rotated in the counterclockwise direction, driven by the relaxation of the tension springs 87.
- the door is braked controlled in the second adjustment, until the end of the second adjustment a predetermined by the characteristic of the braking or damping device movement state is reached, in which the door can not be automatically closed and / or locked.
- the door is automatically closed due to a spring-driven Zuziehmechanismus until finally a pre-catch is reached. Subsequently, will the spring mechanism provided for driving the door locking mechanism, the door lock locked and thus transferred the door into a main raste.
- an additional clutch and gear mechanism must be provided for coupling this adjusting motor to the mechanical energy storage, as will be apparent to those skilled in the art.
- the control of this additional adjusting motor and the further clutch and gear unit can be accomplished by mechanical buttons and / or an electronic control device.
- any other damping and braking device may be provided, for example, an electric or magnetic brake and damping mechanism, which will be readily apparent to those skilled in the art.
- an electrical braking and damping mechanism can also convert kinetic energy into electrical energy when braking the door movement, for example in the manner of a known eddy current brake. This electrical energy can be supplied to the electrical system of the motor vehicle.
- the drive unit for locking the door lock and transferring the door from the pre-catch to the main detent is very heavily stunted, so that comparatively strong counter forces due to seals on the edge of the body opening can be easily overcome.
- the door locking system according to the invention is basically suitable for any manually closable body parts of motor vehicles, such as sliding doors, swing sliding doors, hoods, flaps, sliding roofs or the like.
- the door closing system according to the invention is also suitable for manually closable closing elements of any track or rail vehicles, such as wagon doors of railway cars or access doors of S-Bru or tram vehicles.
- a continuous, pinch-free closing of such closing elements is made possible. Due to the comparatively low speed or kinetic residual energy of the closing element in the aforementioned third adjustment range, according to the invention, no threatening pinching condition can occur. Obstacles, such as a human hand or a body part, can easily push back the closing closure element in the third adjustment region. A greater force or pressurization of the closing element takes place only after passing through the third adjustment, that is, when the closing element has already fallen into the pre-catch, but trapping objects or body parts is reliably excluded. Only in the then subsequent fourth adjustment the locking element is locked by locking the lock and thereby completely closed.
Landscapes
- Power-Operated Mechanisms For Wings (AREA)
- Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
- Lock And Its Accessories (AREA)
- Superstructure Of Vehicle (AREA)
Abstract
Description
Die vorliegende Erfindung betrifft ein Verfahren und eine Vorrichtung zum Steuern der Schließbewegung eines von Hand schließbaren Karosseriebauteils für Fahrzeuge, insbesondere für Kraftfahrzeuge, beispielsweise einer Schwenktür, Schiebetür, Schwenk/Schiebetür, Haube, Klappe, eines Schiebedachs oder dergleichen.The present invention relates to a method and a device for controlling the closing movement of a manually closable body component for vehicles, in particular for motor vehicles, for example a hinged door, sliding door, pivot / sliding door, hood, flap, a sunroof or the like.
Karosseriebauteile der vorgenannten Art werden heutzutage zum größten Teil durch manuelles Betätigen geschlossen. Beim Zuschlagen bzw. Zuwerfen wird häufig zu viel Energie in den Schließvorgang eingebracht, was das Karosseriebauteil und in diesem gelagerte Funktionsbauteile oder deren Aufhängung beim Schließen des Karosseriebauteils durch die dann auftretenden hohen Beschleunigungen hoch belastet. Dies führt einerseits zu aufwendigen Maßnahmen zum Entklappern, um auch im Dauereinsatz ein klapperfreies Verstellen des Karosseriebauteils zu ermöglichen. Andererseits müssen die Funktionsbauteile und deren Lagerung für einen zuverlässigen Dauerbetrieb hoch belastbar ausgelegt werden. Heutzutage müssen Kraftfahrzeugtüren für etwa 100.000 und mehr Belastungen bei Beschleunigungskräften von 30g bis 50g ausgelegt werden, was eine aufwendige Auslegung und Lagerung dieser Funktionsbauteile erfordert und die Kosten unnötig erhöht. Wünschenswert wäre es deshalb, wenn zuverlässig ausgeschlossen werden kann, dass die Bedienperson Karosseriebauteile der vorgenannten Art mit zu hoher Geschwindigkeit manuell schließt, bzw. zuwirft.Body parts of the aforementioned type are closed nowadays for the most part by manual operation. When slamming or throwing too much energy is often introduced into the closing process, which loads the body component and stored in this functional components or their suspension when closing the body component by the then occurring high accelerations. On the one hand, this leads to costly measures for Entklappern to allow even in continuous use a rattle-free adjustment of the body component. On the other hand, the functional components and their storage must be designed for reliable continuous operation highly resilient. Nowadays automobile doors have to be designed for about 100,000 and more loads with acceleration forces of 30g to 50g, which requires a complex design and storage of these functional components and unnecessarily increases costs. It would therefore be desirable if it can be ruled out reliably that the operator manually closes or throws body components of the aforementioned type at too high a speed.
Aus dem Stand der Technik sind Maßnahmen bekannt, bei denen Türen oder dergleichen mittels eines elektrischen Antriebs automatisch geschlossen werden. Im Normalbetrieb kann die Tür nicht von Hand angetrieben bzw. betätigt werden, so dass die vorgenannten Probleme zuverlässig ausgeschlossen sind. Allerdings ist ein solcher automatischer Türantrieb vergleichsweise aufwendig und sind im Falle eines Systemausfalls aufwendige Sicherungsmaßnahmen zu treffen.From the prior art measures are known in which doors or the like are automatically closed by means of an electric drive. In normal operation, the door can not be driven or operated by hand, so that the aforementioned problems are reliably excluded. However, such an automatic door drive is comparatively expensive and, in the case of a system failure, expensive securing measures have to be taken.
Aus dem Stand der Technik sind auch Zuziehhilfen zum Zuziehen von Kraftfahrzeugen bekannt, wie beispielsweise in der
Ergänzend sei nachfolgend der folgende Stand der Technik angeführt:
Das
Das
Ein weiteres Problem beim Schließen von Karosseriebauteilen der vorgenannten Art ist ein Einklemmen von Objekten oder Körperteilen beim Schließvorgang. Ein zuverlässiger Einklemmschutz ist deshalb ebenfalls wünschenswert.Another problem when closing body components of the aforementioned type is pinching objects or body parts during the closing process. A reliable anti-trap protection is therefore also desirable.
Gemäß der vorliegenden Erfindung soll ein Verfahren und eine Vorrichtung der eingangs genannten Art dergestalt bereit gestellt werden, dass das Karosseriebauteil zuverlässig mit vergleichsweise geringer, insbesondere definierter kinetischer Restenergie in den vollständig geschlossenen Zustand einläuft. Gemäß weiteren Gesichtspunkten der vorliegenden Erfindung soll ferner ein Verfahren und eine Vorrichtung der vorgenannten Art in einfacher Weise bereit gestellt werden, so dass Aufwand bei der Auslegung und Lagerung von Funktionsbauteilen des Karosseriebauteils eingespart werden kann. Gemäß weiteren Gesichtspunkten der vorliegenden Erfindung soll ferner ein zuverlässiger Einklemmschutz gewährleistet werden.According to the present invention, a method and a device of the initially mentioned type should be provided in such a way that the body component reliably enters the completely closed state with comparatively low, in particular defined residual kinetic energy. In accordance with further aspects of the present invention, furthermore, a method and a device of the aforementioned type are to be provided in a simple manner, so that expenditure in the design and storage of functional components of the body component can be saved. According to further aspects of the present invention further a reliable anti-trap protection is to be ensured.
Diese und weitere Aufgaben werden gemäß der vorliegenden Erfindung durch ein Verfahren nach Anspruch 1 und eine Vorrichtung mit den Merkmalen nach Anspruch 2 gelöst. Weitere vorteilhafte Ausführungsformen sind Gegenstand der rückbezogenen Unteransprüche.These and other objects are achieved according to the present invention by a method according to
Somit geht die vorliegende Erfindung aus von einem Verfahren zum Steuern der Schließbewegung eines von Hand schließbaren Karosseriebauteils für Fahrzeuge, insbesondere für Kraftfahrzeuge, beispielsweise einer Schwenktür, Schiebetür, Schwenk/Schiebetür, Haube, Klappe, eines Schiebedachs oder dergleichen. Bei dem Verfahren durchläuft das Karosseriebauteil bei der Schließbewegung ausgehend von einer geöffneten Stellung einen ersten Verstellbereich, in welchem das Karosseriebauteil ohne Eingriff eines Steuerorgans zur geschlossenen Stellung hin bewegt wird, wobei das Karosseriebauteil an den ersten Verstellbereich anschließend einen zweiten Verstellbereich durchläuft, in welchem die Schließbewegung des Karosseriebauteils durch Eingriff des Steuerorgans so verändert wird, dass die kinetische Restenergie des Karosseriebauteils nach Durchlaufen des zweiten Verstellbereichs einen vorbestimmten Grenzwert nicht überschreitet.Thus, the present invention is based on a method for controlling the closing movement of a manually closable body component for vehicles, in particular for motor vehicles, for example a hinged door, sliding door, pivot / sliding door, hood, flap, a sunroof or the like. In the method, during the closing movement starting from an open position, the body component passes through a first adjustment range in which the body component is moved to the closed position without the intervention of a control member, wherein the body component then passes to the first adjustment range a second adjustment range in which the closing movement of the body component is changed by engagement of the control member so that the kinetic residual energy of the body component does not exceed a predetermined limit after passing through the second adjustment.
Während das Karosseriebauteil in dem ersten Verstellbereich ohne Restriktionen von Hand geschlossen, insbesondere auch zugeworfen, werden kann, wird unabhängig von der in dem ersten Verstellbereich vorgegebenen Geschwindigkeit bzw. kinetischen Energie durch verändern des Bewegungszustands dafür gesorgt, dass das Karosseriebauteil mit vergleichsweise geringer Geschwindigkeit bzw. kinetischer Energie in den geschlossenen Zustand einläuft. Somit können die Funktionselemente des Karosseriebauteils und deren Lagerung erfindungsgemäß einfacher und weniger stabil ausgelegt werden, was erhebliche Kostenvorteile bietet. Dennoch kann erfindungsgemäß ein zuverlässiger Dauerbetrieb des Karosseriebauteils gewährleistet werden.While the body component in the first adjustment can be closed by hand without restrictions, in particular also thrown, it is ensured regardless of the predetermined in the first adjustment speed or kinetic energy by changing the state of motion that the body component with comparatively low speed or kinetic energy enters the closed state. Thus, the functional elements of the body component and their storage according to the invention can be designed simpler and less stable, which offers significant cost advantages. Nevertheless, according to the invention a reliable continuous operation of the body component can be ensured.
Erfindungsgemäß ist die kinetische Restenergie am Ende des zweiten Verstellbereichs nicht ausreichend, um das Karosseriebauteil selbsttätig zu schließen bzw. dieses in eine Vorraste oder Hauptraste eines Schlosses zu überführen. Eine Beschädigung des Karosseriebauteils und seiner Funktionselemente und deren Lagerung aufgrund einer allzu starken Beschleunigung zu Beginn oder während des Schließvorgangs kann so noch zuverlässiger vermieden werden.According to the invention, the residual kinetic energy at the end of the second adjustment range is not sufficient to close the body component automatically or to transfer this into a pre-catch or main catch of a lock. Damage to the body component and its functional elements and their storage due to an excessive acceleration at the beginning or during the closing process can be avoided even more reliable.
Dabei durchläuft das Karosseriebauteil an den zweiten Verstellbereich anschließend einen dritten Verstellbereich, in welchem eine Antriebseinrichtung dieses bis zu der Vorraste oder Hauptraste des Schlosses antreibt. In diesem dritten Verstellbereich wird das Karosseriebauteil somit unter kontrollierten, vorgebbaren Bedingungen geschlossen, sodass eine Beschädigung des Karosseriebauteils und seiner Funktionselemente und deren Lagerung aufgrund einer zu hohen Geschwindigkeit beim Einfahren in den geschlossenen Zustand erfindungsgemäß ausgeschlossen werden kann.In this case, the body component then passes through a second adjustment range to the second adjustment range, in which a drive device drives it as far as the pre-catch or main catch of the lock. In this third adjustment, the body component is thus closed under controlled, specifiable conditions, so that damage to the body component and its functional elements and their storage due to excessive speed when retracted to the closed state can be excluded according to the invention.
Der erfindungsgemäße Schließvorgang zeichnet sich durch eine hohe Bedienerfreundlichkeit aus. Die Bedienperson braucht das Karosseriebauteil zu Beginn des Schließvorgangs einfach nur von Hand zuschlagen bzw. zuwerfen. Eine Steuerung sorgt dann dafür, dass das Karosseriebauteil ausreichend abgebremst wird. Anschließend wird das Karosseriebauteil selbsttätig und automatisch zugezogen bzw. geschlossen. Bei der Bedienung tritt rasch ein Gewöhnungseffekt ein, sodass die Bedienperson rasch erlernt, das Karosseriebauteil mit einer ausreichenden Geschwindigkeit zuzuschlagen bzw. zuzuwerfen, und sich darauf verlässt, dass der restliche Schließvorgang automatisch sicher und zuverlässig ausgeführt wird.The closing operation according to the invention is characterized by a high level of user-friendliness. At the beginning of the closing process, the operator simply needs to strike or toss the body component by hand. A control then ensures that the body component is slowed down sufficiently. Subsequently, the body component is automatically and automatically closed or closed. When operating, a habituation effect quickly occurs, so that the operator quickly learns to strike or toss the body component at a sufficient speed, relying on the rest of the closing operation to be performed automatically safely and reliably.
Gemäß einer weiteren Ausführungsform wird die Antriebseinrichtung durch Entleeren eines Energiespeichers angetrieben, der während des manuellen Öffnens und/oder Schließens des Karosseriebauteils durch Bremsen bzw. Dämpfen einer Öffnungs- und/oder Schließbewegung aufgefüllt wird. Durch Wandeln eines Teils der beim Öffnen und/oder Schließen des Karosseriebauteils von Hand eingebrachten Energie, wird Energie zum Antreiben der Zuziehhilfe im dritten Verstellbereich nicht nur gespart, sondern kann auch eine einfachere Auslegung des Karosseriebauteils realisiert werden. Insbesondere kann eine gesonderte Energieversorgung, insbesondere Bestromung, eines Antriebs der Zuziehhilfe grundsätzlich auch weggelassen werden.According to a further embodiment, the drive device is driven by emptying an energy store, which during the manual opening and / or closing of the body component by braking or damping an opening and / or closing movement is replenished. By converting part of the energy introduced by hand when opening and / or closing the body component, energy for driving the closing aid in the third adjustment range is not only saved, but also a simpler design of the body component can be realized. In particular, a separate power supply, in particular energization, a drive of the closing aid can basically be omitted.
Gemäß einer weiteren alternativen Ausführungsform wird der Energiespeicher durch Betreiben eines einer anderen Verstellfunktion als dem Schließen und/oder Öffnen des Karosseriebauteils dienenden Verstellmotors aufgefüllt, beispielsweise durch einen Fensterhebermotor, einen Schlossantrieb, einen Zentralverriegelungsmotor oder einen elektrischen Armstützenverstellmotor. Die Verwendung ein und desselben Antriebsmotors für unterschiedliche Funktionen hilft Kosten und Gewicht einzusparen.According to a further alternative embodiment, the energy storage is filled by operating an adjustment function other than the closing and / or opening of the body part serving adjusting motor, for example by a window regulator motor, a lock drive, a central locking motor or an electric Armstützenverstellmotor. Using one and the same drive motor for different functions helps to save costs and weight.
Gemäß einer weiteren Ausführungsform wird das Karosseriebauteil in dem dritten Verstellbereich von einem Elektromotor bis zu der Vorraste oder Hauptraste des Schlosses angetrieben. Die Schließbewegung wird dabei bevorzugt so ausgeführt, dass im Falle eines Einklemmens der Antrieb entweder überdrückt wird oder aber der Motor reversiert, sodass eine Einklemmschutzfunktion realisiert ist. Aufgrund der niedrigen Schließgeschwindigkeit in dem dritten Verstellbereich kann ein Einklemmen erfindungsgemäß ohnehin nicht zu größeren Schäden führen.According to a further embodiment, the body component in the third adjustment range is driven by an electric motor up to the pre-catch or main catch of the lock. The closing movement is preferably carried out so that in the case of trapping the drive is either overrun or reversed, so that a anti-trap function is realized. Due to the low closing speed in the third adjustment range, trapping according to the invention can not in any case lead to major damage.
Gemäß einer weiteren Ausführungsform wird die Schließbewegung des Karosseriebauteils mittels einer ankoppelbaren Bremseinrichtung abgebremst, bis die vorbestimmte kinetische Restenergie erreicht ist. Zu diesem Zweck kann eine Kupplungseinrichtung vorgesehen sein. Oder aufgrund der geometrischen Auslegung des Karosseriebauteils, der zugeordneten Fahrzeugöffnung und der Anordnung der Bremseinrichtung wird ohne eine zusätzliche Kupplungseinrichtung gewährleistet, dass die Bremseinrichtung erst bei Erreichen des zweiten Verstellbereichs an die Schließbewegung des Karosseriebauteils ankoppelt.According to a further embodiment, the closing movement of the body component is braked by means of a coupling brake device until the predetermined kinetic residual energy is reached. For this purpose, a coupling device may be provided. Or due to the geometric design of the body component, the associated vehicle opening and the arrangement of the braking device is ensured without an additional coupling device that the braking device couples only upon reaching the second adjustment to the closing movement of the body component.
Gemäß einer weiteren Ausführungsform steigt die Bremsrate der Bremseinrichtung mit zunehmender Schließgeschwindigkeit des Karosseriebauteils an, bevorzugt nichtlinear. Auf diese Weise wird ein sanfter, ruckfreier, kontinuierlicher Übergang der Schließbewegung von dem zweiten zu dem dritten Verstellbereich erzielt, was einen hohen Bedienkomfort ermöglicht und zu einem störungsfreieren Dauerbetrieb führt.According to a further embodiment, the braking rate of the braking device increases with increasing closing speed of the body component, preferably non-linearly. In this way, a smooth, jerk-free, continuous transition of the closing movement of achieved the second to the third adjustment range, which allows a high ease of use and leads to a trouble-free continuous operation.
Gemäß einer weiteren Ausführungsform wird die Bremsrate der Bremseinrichtung in Abhängigkeit von einer ermittelten Geschwindigkeit und/oder Beschleunigung der Schließbewegung oder von einem ermittelten zurück gelegten Schließweg des Karosseriebauteils verändert. Zu diesem Zweck ist bevorzugt eine elektronische Steuereinrichtung, insbesondere ein Mikroprozessor, vorgesehen, der die Bewegungsgrößen des Karosseriebauteils ständig überwacht und kontrollierend eingreift, um den Soll-Bewegungszustand zum Ende des zweiten Verstellbereichs zu gewährleisten.In accordance with a further embodiment, the braking rate of the braking device is changed as a function of a determined speed and / or acceleration of the closing movement or of an ascertained closing path of the body component determined. For this purpose, an electronic control device, in particular a microprocessor, is provided, which constantly monitors and controls the movement quantities of the body component in order to ensure the desired movement state at the end of the second adjustment range.
Gemäß einer weiteren Ausführungsform wird die Bremsrate der Bremseinrichtung ferner in Abhängigkeit von einem Typ oder Hersteller des Karosseriebauteils, von einer Lage des Fahrzeugs, von einer Identifikation eines Benutzers des Fahrzeugs und/oder von einem Ausgangssignal einer Logikeinheit, insbesondere einer Fuzzy-Logik oder eines neuronalen Netzes, verändert. Die Fuzzy-Logik bzw. das neuronale Netz ermöglicht, dass die Steuerelektronik einen typischen Schließvorgang einer Bedienperson, die auch identifiziert werden kann, erlernt und in Kenntnis eines typischen Schließvorgangs geeignet kontrollierend in die Schließbewegung eingreift.According to a further embodiment, the braking rate of the braking device is further dependent on a type or manufacturer of the body component, a position of the vehicle, an identification of a user of the vehicle and / or an output signal of a logic unit, in particular a fuzzy logic or a neural Net, changed. The fuzzy logic or the neural network makes it possible for the control electronics to learn a typical closing operation of an operator, who can also be identified, and, with the knowledge of a typical closing operation, to engage the closing movement in a suitably controlling manner.
Verfahren nach einem der vorhergehenden Ansprüche, bei dem die Grenzen zwischen den Verstellbereichen konstant sind.Method according to one of the preceding claims, in which the boundaries between the adjustment ranges are constant.
Ein weiterer Gesichtspunkt der vorliegenden Erfindung betrifft ein elektronisches Steuerprogramm, das, wenn dieses von einem Prozessormittel, beispielsweise einem Steuer-IC oder Mikroprozessor, ausgeführt wird bewirkt, dass die vorgenannten Verfahrensschritte zum Steuern der Schließbewegung eines Karosseriebauteils der vorgenannten Art ausgeführt werden.Another aspect of the present invention relates to an electronic control program which, when executed by a processor means, such as a control IC or microprocessor, causes the aforesaid method steps to be performed to control the closing movement of a body component of the aforementioned type.
Ein weiterer Gesichtspunkt der vorliegenden Erfindung betrifft ferner eine Vorrichtung zum Steuern der Schließbewegung eines Karosseriebauteils der vorgenannten Art, wie vorstehend beschrieben.A further aspect of the present invention further relates to a device for controlling the closing movement of a body component of the aforementioned type, as described above.
Nachfolgend wird die Erfindung in beispielhafter Weise und unter Bezugnahme auf die beigefügten Zeichnungen beschrieben werden, woraus sich weitere Merkmale, Vorteile und zu lösende Aufgaben ergeben werden. Es zeigen:
- Fig. 1
- in einer schematischen Übersicht die von einem Verfahren gemäß der vorliegenden Erfindung ausgeführten Schritte zum Schließen einer Schwenktür zusammen mit einer Gegenüberstellung der beim Öffnen der Schwenktür ausgeführten Schritte;
- Fig. 2
- beispielhafte Kurven der Geschwindigkeit einer Schwenktür aufgetragen über den Öffnungswinkel für unterschiedliche Anfangsgeschwindigkeiten;
- Fig. 3a
- in einem schematischen Diagramm ein mechatronisches Türschließsystem gemäß der vorliegenden Erfindung;
- Fig. 3b
- ein rein mechanisches Türschließsystem gemäß der vorliegenden Erfindung;
- Fig. 3c
- ein mechatronisches Türschließsystem gemäß der vorliegenden Erfindung, bei dem ein einer anderen Verstellfunktion dienender Elektromotor zum Aufladen eines mechanischen Energiespeichers dient;
- Fig. 4
- in einer schematischen Seitenansicht eine Kraftfahrzeugtür mit dem Schließsystem gemäß der
Fig. 3a ; - Fig. 5a-5d
- ein Ausführungsbeispiel für ein mechatronisches Türschließsystem gemäß der
Fig. 3a in vier unterschiedlichen Betriebszuständen; - Fig. 6
- in einer schematischen Seitenansicht eine Kraftfahrzeugtür mit einem rein mechanischen Türschließsystem gemäß der
Fig. 3b ; - Fig. 7
- in einer Explosionsansicht ein Ausführungsbeispiel für ein rein mechanisches Türschließsystem gemäß der vorliegenden Erfindung;
- Fig. 8a und 8b
- das Türschließsystem gemäß der
Fig. 7 in einer Vorder- und Rückansicht bei vollständig geschlossener Tür; - Fig. 9a und 9b
- das Türschließsystem gemäß der
Fig. 7 in einer Vorder- und Rückansicht bei teilweise geöffneter Tür; - Fig. 10a und 10b
- das Türschließsystem gemäß der
Fig. 7 in einer Vorder- und Rückansicht bei noch weiter geöffneter Tür; - Fig. 11a und 11b
- das Türschließsystem gemäß der
Fig. 7 in einer Vorder- und Rückansicht bei maximal geöffneter Tür; - Fig. 12a und 12b
- das Türschließsystem gemäß der
Fig. 7 in einer Vorder- und Rückansicht bei teilweise geschlossener Tür; - Fig. 13a und 13b
- das Türschließsystem gemäß der
Fig. 7 in einer Vorder- und Rückansicht bei praktisch vollständig geschlossener Tür unmittelbar vor einem Verriegeln des Türschlosses; und - Fig. 14a und 14b
- das Türschließsystem gemäß der
Fig. 7 in einer Vorder- und Rückansicht bei vollständig geschlossener Tür, wenn das Türschloss verriegelt wird.
- Fig. 1
- a schematic overview of the steps carried out by a method according to the present invention for closing a hinged door together with a comparison of the executed during the opening of the swing door steps;
- Fig. 2
- exemplary curves of the speed of a hinged door plotted over the opening angle for different initial speeds;
- Fig. 3a
- a schematic diagram of a mechatronic door lock system according to the present invention;
- Fig. 3b
- a purely mechanical door closing system according to the present invention;
- Fig. 3c
- a mechatronic door closing system according to the present invention, in which an electric motor serving another adjustment function serves to charge a mechanical energy store;
- Fig. 4
- in a schematic side view of a motor vehicle door with the locking system according to the
Fig. 3a ; - Fig. 5a-5d
- an embodiment of a mechatronic door locking system according to the
Fig. 3a in four different operating states; - Fig. 6
- in a schematic side view of a motor vehicle door with a purely mechanical door closing system according to the
Fig. 3b ; - Fig. 7
- an exploded view of an embodiment of a purely mechanical door closing system according to the present invention;
- Fig. 8a and 8b
- the door closing system according to
Fig. 7 in a front and rear view with the door completely closed; - Fig. 9a and 9b
- the door closing system according to
Fig. 7 in a front and rear view with partially open door; - 10a and 10b
- the door closing system according to
Fig. 7 in a front and back view with the door still open; - Fig. 11a and 11b
- the door closing system according to
Fig. 7 in a front and rear view with the door open to the maximum; - Fig. 12a and 12b
- the door closing system according to
Fig. 7 in a front and rear view with partially closed door; - Fig. 13a and 13b
- the door closing system according to
Fig. 7 in a front and rear view with almost completely closed door immediately before locking the door lock; and - Figs. 14a and 14b
- the door closing system according to
Fig. 7 in a front and rear view with the door completely closed, when the door lock is locked.
In sämtlichen Figuren bezeichnen identische Bezugzeichen identische oder im Wesentlichen gleich wirkende Elemente oder Elementgruppen.Throughout the figures, identical reference numerals designate identical or substantially equally acting elements or groups of elements.
Nachfolgend wird anhand der
Gemäß der rechten Spalte der
Dem ersten Verstellbereich schließt sich ein zweiter Verstellbereich an, in dem die Türschließbewegung abgebremst wird, mit dem Ziel, dass bei einem vorbestimmten Winkel, der bei dem Ausführungsbeispiel 11° beträgt, worauf die Erfindung jedoch nicht beschränkt sein soll, die Tür eine vorbestimmte Maximalgeschwindigkeit bzw. maximale kinetische Energie nicht überschreiten soll. Diese maximale Geschwindigkeit bzw. kinetische Energie ist erfindungsgemäß so vorgegeben, dass die Tür aufgrund der kinetischen Restenergie am Ende des zweiten Bereichs nicht selbsttätig, das heißt ohne zusätzlichen Antrieb, geschlossen werden kann. Auch während des Abbremsens im zweiten Verstellbereich bleibt der Antrieb ausgeschaltet. Durch geeignetes Öffnen und Schließen der Kupplung wird ein kontrolliertes Abbremsen der Türschließbewegung in dem zweiten Verstellbereich erzielt, bis am Ende des zweiten Bereichs die definierten Sollbedingungen bezüglich Türgeschwindigkeit, Drehmoment, kinetischer Energie und dergleichen erfüllt sind. Wie nachfolgend ausführlicher dargelegt, kann durch Schließen der Kupplung und Einkuppeln der Bremseinrichtung ein Teil der kinetischen Energie der Tür in einem Energiespeicher zwischengespeichert werden, der nachfolgend eine Antriebseinrichtung zum Zuziehen der Tür in einem dritten, sich dem zweiten Verstellbereich anschließenden Verstellbereich dient. Solche Energiespeicher können auf mechanischer, pneumatischer, hydraulischer, elektrischer, magnetischer oder grundsätzlich auch chemischer Funktionsweise basieren.The first adjustment range is followed by a second adjustment range, in which the door closing movement is decelerated, with the aim that at a predetermined angle, which in the exemplary embodiment is 11 °, but on which the invention should not be limited, the door has a predetermined maximum speed or speed It should not exceed maximum kinetic energy. This maximum speed or kinetic energy is inventively set so that the door due to the residual kinetic energy at the end of the second area not automatically, that can be closed without additional drive. Even during deceleration in the second adjustment range, the drive remains switched off. By appropriately opening and closing the clutch, a controlled braking of the door closing movement in the second adjustment range is achieved until, at the end of the second range, the defined target conditions with respect to door speed, torque, kinetic energy and the like are met. As explained in more detail below, by closing the clutch and engaging the braking device, a part of the kinetic energy of the door can be temporarily stored in an energy store, which subsequently serves a drive device for closing the door in a third adjustment area adjoining the second adjustment area. Such energy stores can be based on mechanical, pneumatic, hydraulic, electrical, magnetic or in principle also chemical operation.
Die vorgenannten Bedingungen zum Ende des zweiten Bereichs (beim Ausführungsbeispiel bei einem Öffnungswinkel von etwa 11°) können insbesondere so gewählt werden, dass Sicherheitsaspekten Rechnung getragen wird. Dies können sein: Einhalten einer maximalen Einklemmkraft im hinteren oder vorderen Bereich der Tür, insbesondere im Bereich der Fahrzeug-B-Säule, beispielsweise in Anpassung an gesetzliche Erfordernisse; Einhalten einer maximalen Schließgeschwindigkeit, so dass beim Einlaufen der Tür in einen Dichtungsabschnitt und des Türschlosses in einen zugeordneten Verriegelungsabschnitt, insbesondere Verriegelungsbolzen, eine maximale negative Beschleunigung nicht überschritten wird, so dass eine allzu stabile Auslegung der Türelemente und deren Aufhängung bzw. Lagerung erfindungsgemäß nicht zwingend erforderlich ist. Auf diese Weise kann insbesondere auch ein zu starkes Türschlagen zuverlässig verhindert werden.The aforementioned conditions at the end of the second range (in the embodiment at an opening angle of about 11 °) can be chosen in particular so that safety aspects are taken into account. These can be: Maintaining a maximum clamping force in the rear or front area of the door, in particular in the area of the vehicle B-pillar, for example in adaptation to legal requirements; Maintaining a maximum closing speed, so that when entering the door in one Sealing portion and the door lock in an associated locking portion, in particular locking bolt, a maximum negative acceleration is not exceeded, so that an overly stable design of the door elements and their suspension or storage according to the invention is not mandatory. In this way, especially too strong a door strike can be reliably prevented.
Gemäß der rechten Spalte der
Gemäß der
Anschließend wird die Tür zugehalten, der Antrieb ausgeschaltet und die Kupplung geöffnet. Im Falle einer mechanischen Zuziehhilfe kann somit ein Zurückkehren der Zuziehhilfe in ihre Ausgangsstellung erzielt werden. Gemäß der linken Spalte der
Während des gesamten Öffnens und Schließens der Tür können Sensoren den Bewegungszustand und/oder die Umgebung der Tür überwachen. Wie nachfolgend ausgeführt, können Ausgangssignale dieser Sensoren an eine Steuerelektronik zum Steuern der Türbewegung ausgegeben werden. Teilweise können diese Sensoren auch durch rein mechanisch funktionierende Taster ersetzt werden, wie nachfolgend ausgeführt. Als Beispiel für einen Sensor zum Erfassen des Öffnungswinkels und daraus abgeleitet der Winkelgeschwindigkeit und der Winkelbeschleunigung einer Schwenktür sei ein Potentiometer angeführt, das auf einem Türscharnier vorgesehen oder mit diesem gekoppelt ist. Selbstverständlich können solche Sensoren auch resistiv, kapazitiv, magnetisch, optoelektronisch oder in einer anderen Weise realisiert werden. Auf vergleichbare Weise lassen sich auch Sensoren zur Detektion eines Einklemmzustands realisieren, der ebenfalls von einer elektronischen Steuereinrichtung detektiert werden kann, um ein Abbremsen oder Reversieren der Tür auszulösen.During the entire opening and closing of the door, sensors can monitor the state of motion and / or the environment of the door. As explained below, output signals from these sensors can be output to control electronics for controlling door movement. Partly, these sensors can also be replaced by purely mechanically functioning buttons, as explained below. As an example of a sensor for detecting the opening angle and derived therefrom the angular velocity and the angular acceleration of a hinged door, a potentiometer is provided, which is provided on a door hinge or coupled thereto. Of course, such sensors can also be realized resistively, capacitively, magnetically, opto-electronically or in another way. Similarly, sensors for detecting a pinching condition can also be realized, which can also be detected by an electronic control device in order to trigger a deceleration or reversing of the door.
Als weiteres Bespiel für einen solchen Sensor liegt der
Nachfolgend wird anhand der
Mittels einer elektronischen Steuereinrichtung lässt sich erfindungsgemäß auch ein vorausschauendes (proaktives) Abbremsen der Tür realisieren. Wird also beispielsweise eine vergleichsweise hohe Anfangsgeschwindigkeit oder ein dynamisches, beschleunigendes Türzuschlagen, detektiert, so kann vorgesehen sein, dass die Kupplung relativ früh geschlossen bzw. die Bremseinrichtung relativ früh eingekuppelt wird, um die Tür sanfter zu schließen als im Vergleich zu dem Fall, dass die Tür vergleichsweise langsam zugeschlagen bzw. zugeführt wird. Weiter kann bei einer elektronischen Steuereinrichtung das Schließen der Kupplung durch Identifizieren des Benutzers auch benutzerabhängig gemacht werden. Zu diesem Zweck kann eine zusätzliche Fuzzy-Logik vorgesehen sein, die für den jeweiligen Benutzer ein typisches Schließverhalten "erlernt". Hierzu wird der jeweilige Benutzer identifiziert, beispielsweise mittels einer von diesem mitgeführten Chipkarte oder RF-Tag und die für den jeweiligen Türschließvorgang ermittelten Datensätze zu einem Normal-Datensatz für einen normalen Türschließvorgang der jeweiligen Bedienperson gemittelt bzw. "eingelernt". Signalisiert die Fuzzy-Logik der Steuereinrichtung, dass für die gerade betätigende Person typischerweise ein sehr heftiges Türzuschlagen zu erwarten ist, so kann erfindungsgemäß vorgesehen sein, dass die Steuereinrichtung die Kupplung früher schließt, um die Bremseinrichtung einzukuppeln und ein sanftes Schließen der Tür auch für hohe Anfangsgeschwindigkeiten bzw. ein dynamisches Türzuschlagen zu realisieren. Schließlich kann ein weiterer Parameter, der den Eingriff der Steuerelektronik erfindungsgemäß beeinflussen kann, auch die Lage des Fahrzeugs darstellen. Parkt das Fahrzeug beispielsweise an einem Hang mit zu erwartender zusätzlicher Beschleunigung der Tür beim Schließen, so kann die Steuerelektronik proaktiv früher eingreifen als für den Fall einer horizontalen Ausrichtung des Fahrzeuges.By means of an electronic control device, a forward-looking (proactive) braking of the door can also be realized according to the invention. If, for example, a comparatively high initial speed or a dynamic, accelerating door slamming is detected, it can be provided that the clutch is closed relatively early or the brake device is engaged relatively early in order to close the door more gently than in the case that the door is closed or supplied comparatively slowly. Further, in an electronic control device, the closing of the clutch can be made user-dependent by identifying the user. For this purpose, an additional fuzzy logic can be provided which "learns" a typical closing behavior for the respective user. For this purpose, the respective user is identified, for example by means of a chip card or RF tag carried by the latter, and the data records determined for the respective door closing operation are averaged or "taught in" to a normal data record for a normal door closing operation of the respective operator. Signals the fuzzy logic of the controller that for the straight Actuator is typically expected a very violent door slamming, it can be inventively provided that the control device closes the clutch earlier to engage the braking device and to realize a gentle closing of the door for high initial speeds or a dynamic door slamming. Finally, another parameter that can influence the engagement of the control electronics according to the invention, also represent the position of the vehicle. If, for example, the vehicle is parked on a slope with expected additional acceleration of the door when closing, the control electronics can proactively intervene earlier than in the case of a horizontal alignment of the vehicle.
Nachfolgend werden anhand der
Die
Die
Die
Die
Gemäß der
Gemäß der
In dem Zustand gemäß der
Anschließend reversiert der Elektromotor 12, um die Spindelmutter 43 in dem Spindelmutterkäfig 44 durch Drehen der Spindel 41 in der
Die Hauptraste des Türschlosses wird von einem in dem Türschloss befindlichen Sensor detektiert, dessen Ausgangssignal von einer Steuerelektronik ausgewertet wird. Die Steuerelektronik reversiert anschließend den Elektromotor 12 erneut, um die Spindelmutter 43 in dem Spindelmutterkäfig 44 durch Drehen der Spindel 41 nach links zurück zu bewegen. Der in die Spindelmutter 43 eingreifende Mitnehmer 50 entspannt dabei den Seilzug 180. In diesem Zustand verbleibt das Türschloss in der Hauptraste, wird diese also geschlossen gehalten. Anschließend fährt der Hubmagnet 55 den Stößel 56 zurück, so dass der federvorgespannte Schwenkhebel 59 im Gegenuhrzeigersinn um die Schwenkachse 58 zurück schwenkt und der Rasthaken 60 des Schwenkhebels 59 erneut in die Ausnehmung 49 der Spindelmutter 43 eingreift. In diesem Zustand bleibt die Tür in der Hauptraste zugehalten. In diesem Zustand befindet sich der Spindelmutterkäfig 44 am rechten Ende der Spindel 41 und die Spindelmutter 43 am linken Ende des Spindelmutterkäfigs 44.The main catch of the door lock is detected by a sensor located in the door lock, whose output signal is evaluated by control electronics. The control electronics then reverses the
Durch Betätigen des Türgriffs wird das Türschloss in der bekannten Weise geöffnet. Anschließend erfolgt das manuelle Aufschwenken der Tür. Dabei zieht die Koppelstange 11 den Laufschlitten 45 entlang der Spindel 41 nach links, wie in der
Durch weiteres Aufschwenken der Tür wird der Laufschlitten 45 schließlich bis in eine Endstellung überführt, die dem maximal aufgeschwenkten Zustand der Tür entspricht. Dabei kann ein am linken Rand des Spindelmutterkäfigs 44 bzw. Laufschlittens 45 vorgesehener Anschlag an einer Anschlagfläche des Gehäuses 31 in Anlage geraten. Zur Endanschlagdämpfung können in diesem Bereich gummielastische Dämpfungselemente (in den
In sämtlichen Phasen gemäß den
Wie vorstehend ausgeführt, kann gemäß einer weiteren Ausführungsform ein Abstandsensor die Außenoberfläche der Tür permanent auf eine Kollision mit Hindernissen überwachen. Wird von der Steuerelektronik festgestellt, dass eine Kollision der Fahrzeugtür mit einem Hindernis droht, so kann gemäß dieser weiteren Ausführungsform die Kupplung 32 jederzeit beim manuellen Aufschwenken der Tür geschlossen werden, um durch Bremsen und nachfolgendes Blockieren der Drehbewegung der Spindel 41 die Schwenkbewegung der Tür abzubremsen und die Tür im Stillstand festzuhalten (Kollisionsschutz). Durch manuelles einwärts Schwenken der Tür kann die Feststellwirkung der Kupplung 32 überdrückt werden. Wird dies von der Türsensorik detektiert, so gibt die Steuerelektronik die Kupplung 32 wieder frei, um ein Zuschwenken der Fahrzeugtür zu ermöglichen. Oder die Steuerelektronik gibt die Feststellung der Tür durch Lösen der Kupplung 32 nach Verstreichen eines vorbestimmten Zeitintervalls frei.As stated above, according to another embodiment, a proximity sensor may permanently monitor the outer surface of the door for a collision with obstacles. If it is determined by the control electronics that a collision of the vehicle door threatens with an obstacle, then according to this further embodiment, the clutch 32 can be closed at any time during manual swinging of the door to brake by braking and subsequent blocking the rotational movement of the
Ausgehend von dem Zustand gemäß der
Schließlich wird der vorgenannte zweite Winkelbereich bzw. Verstellbereich erreicht, wie durch die Türsensorik und die Steuerelektronik detektiert, in welchem durch geeignetes Schließen der Kupplung 32 die Drehbewegung der Spindel 41 abgebremst wird, bis schließlich zum Ende des vorgenannten zweiten Winkelbereichs ein Soll-Bewegungszustand der Tür erreicht ist, in dem beispielsweise die maximale Winkelgeschwindigkeit oder kinetische Energie der Tür einen vorgebbaren maximalen Wert nicht übersteigt.Finally, the aforementioned second angle range or adjustment range is achieved, as detected by the door sensor and the control electronics, in which by suitable closing of the clutch 32, the rotational movement of the
Zum Abbremsen der Drehbewegung der Spindel 41 kann die Kupplung 32 permanent mit einer durch die Steuerelektronik vorgegebenen Kraft geschlossen werden, um die Drehbewegung kontrolliert abzubremsen, gemäß einer durch die Steuerelektronik vorgegebenen Kennlinie. Alternativ kann die Drehbewegung der Spindel 41 auch durch alternierendes Schließen und Öffnung der Kupplung 32 entsprechend einer von der Steuerelektronik vorgegebenen Bremskennlinie abgebremst werden.To brake the rotational movement of the
Schließlich wird bei einem durch die Steuerelektronik vorgegebenen Öffnungswinkel der Tür der vorgenannte dritte Öffnungsbereich der Tür erreicht, in dem der Elektromotor 12 eingeschaltet und die Kupplung 32 geschlossen wird, so dass der Motor 12 durch Drehen der Spindel 41 den Laufschlitten 45 und die mit diesem gekoppelte Spindelmutter 43 mit einer durch die Steuerelektronik vorgegebenen Geschwindigkeit weiter nach rechts bewegt, hin zu der geschlossenen Stellung gemäß der
Beim weiteren Zuziehen der Tür wird der Laufschlitten 45 mit der mit dieser gekoppelten Spindelmutter 43 weiter nach rechts verstellt, bis schließlich die Nase 53 des Mitnehmers 50 wieder in die korrespondierende Aussparung am Außenumfang der Spindelmutter 43 eingreift. Auf diese Weise wird die Brems- und Antriebseinheit 30 schließlich in den Zustand gemäß der
Wie vorstehend ausgeführt, ermöglicht die Brems- und Antriebseinheit ein stufenloses, sanftes Abbremsen der Tür auf einen gewünschten, durch eine Steuerelektronik vorgebbaren Bewegungszustand. Beim Aufschwenken der Tür kann diese dabei jederzeit arretiert werden, wenn eine Kollision mit einem Hindernis droht. Das Schließen der Tür erfolgt in der Weise, dass die Bedienperson die Tür einfach zuschlägt. Die Tür wird dabei so stark abgebremst, dass am Ausgang des vorgenannten zweiten Bereichs die kinetische Restenergie der Tür nicht mehr für ein selbsttätiges Schließen und/oder Verriegeln der Tür ausreicht. Mit Erreichen des vorgenannten dritten Bereichs wird vielmehr automatisch eine Zuzieheinrichtung aktiviert, welche die Tür selbsttätig zumindest bis in die Vorraste zuzieht. Anschließend erfolgt das motorisch getriebene Verriegeln des Türschlosses. An diese Bewegungsfolge gewöhnt sich die Bedienperson sehr rasch, so dass nach entsprechender Gewöhnung die Bedienperson die Fahrzeugtür nur noch mit einer vergleichsweise geringen Kraft zuschlagen wird, die gerade ausreicht, um die Tür ohne allzu starkes Eingreifen der Bremseinrichtung in den vorgenannten dritten Verstellbereich zu überführen, in dem die Zuzieheinrichtung selbsttätig eingreift, um die Tür zu schließen. Ein zu starkes Türzuschlagen wird somit aufgrund eines Gewöhnungseffektes der Bedienperson vermieden. Die entsprechend möglich gewordene einfachere Auslegung der Funktionselemente der Fahrzeugtür und deren Aufhängung bzw. Lagerung ermöglicht erfindungsgemäß erhebliche Kosteneinsparungen.As stated above, the brake and drive unit allows a smooth, smooth braking of the door to a desired, predetermined by an electronic control unit movement state. When the door swings open, it can be locked at any time if a collision with an obstacle threatens. The closing of the door is done in such a way that the operator simply slams the door. The door is slowed down so much that at the output of the aforementioned second area, the kinetic residual energy of the door is no longer sufficient for an automatic closing and / or locking the door. Upon reaching the aforementioned third area, a closing device is activated automatically, which automatically engages the door at least up to the pre-catch. Subsequently, the motor-driven locking of the door lock takes place. The operator gets used to this sequence of movements very quickly, so that after appropriate habituation, the operator will strike the vehicle door only with a comparatively small force, which is just sufficient to transfer the door into the aforementioned third adjustment range without overly strong intervention by the braking device. in which the closing device automatically engages to close the door. Too strong a door slamming is thus avoided due to a habituation effect of the operator. The correspondingly made easier design of the functional elements of the vehicle door and its suspension or storage according to the invention allows significant cost savings.
Die vorgenannte Funktionalität lässt sich auch mit einer ohne eine Steuerelektronik arbeitenden Antriebs- und Bremseinheit realisieren, was nachfolgend beispielhaft anhand der
Die
Genauer gesagt umfasst die Energiespeicher- und Antriebseinheit 76 drei beabstandet zueinander drehbeweglich gelagerte Scheiben 80, 81 und 82. Die Scheiben 80 - 82 sind drehbeweglich um die zentrale Drehachse 83 gelagert, die in einem Drehachsenlagerbereich 714 der linken Gehäuseplatte 710 des Gehäuses 71 und einem gegenüber liegenden Lagerbereich in der rechten Gehäuseplatte 711 gelagert ist. Die Scheiben 80, 82 sind drehfest zueinander und über die Drehachse miteinander verbunden. Die mittlere Drehscheibe 81 kann relativ zu der von den Scheiben 80, 82 gebildeten Einheit verdreht werden. Die linke Drehscheibe 80 ist halbkreisförmig ausgebildet, mit einem im Wesentlichen radial verlaufenden Führungsschlitz 90, in dem ein darin gleitbeweglich geführter Federeinhängbolzen 86 gelagert ist, in den das obere Ende der Zugfeder 84 eingehängt ist, sowie mit einem bogenförmigen, sich über einen Winkelbereich von etwa 45° erstreckenden Führungsschlitz 91, in dem ein Führungsbolzen 92 gleitbeweglich gelagert ist. An der mittleren Drehscheibe 81 ist ein Federeinhängbolzen 89 gleitbeweglich in einem sich im Wesentlichen radial erstreckenden Führungsschlitz 95 gelagert, wobei das untere Ende einer Zugfeder oder bei dem Ausführungsbeispiel gemäß der
Die Energiespeicher- und Antriebseinheit 76 ist so in dem Gehäuse 71 gelagert, dass die linke und mittlere Drehscheibe 80, 81 im Gehäuseinneren gelagert sind, die rechte Drehscheibe 82 jedoch außerhalb des Gehäuses 71 auf dessen Rückseite gelagert ist, so dass der Bolzen 97 die in der rechten Gehäuseplatte 711 ausgebildete sichelförmige Aussparung 716 durchragt. Die Gehäuseplatten 710, 711 sind über eine Mehrzahl von Schraubbolzen 712 mit dazwischen vorgesehenen Abstandshülsen 713 fest miteinander verbunden. Wie in der
Die Türfeststelleinheit 73 ist an der rechten Gehäuseplatte 711 so befestigt, dass die Achse 732 die Aussparung 717 am oberen Rand der rechten Gehäuseplatte 711 durchragt und dasThe
Zahnrad 733 mit der Außenverzahnung 105 der rechten Drehscheibe 82 kämmt. Die rechte Drehscheibe 82 dient somit als Antrieb für die Einheit 70. Als Türfeststeller 73 dient ein Bremssystem mit einem hohen Losbrechmoment, insbesondere einem definierten Losbrechmoment, wobei das Weiterführungsmoment gering ist, so dass nach Überdrücken des hohen Losbrechmoments (Überdrücken der Haltekraft der Tür) die Tür wieder leichtgängig weiter verstellt werden kann. Ein solches Bremssystem lässt sich beispielsweise in der bekannten Weise durch eine Schlingfeder oder dergleichen realisieren.
Gemäß der
Die Dämpfungseinheit 74 umfasst eine Basisplatte 741 mit zwei an dieser vorgesehenen Abstützwinkeln 743, 744, zwischen denen gemäß der Fig. 8d eine Lagerhülse 749 ausgebildet ist, in der der Zylinder 746 eines hydraulischen Dämpfers aufgenommen ist, der mittels Schrauben 7490 und 7491 an der Lagerhülse 749 befestigt ist. Die Basisplatte 741 ist mittels die Befestigungsbohrungen 742 und die korrespondierenden Befestigungsbohrungen 719 durchragenden Befestigungsmitteln, beispielsweise Schrauben, an der Rückseite der rechten Gehäuseplatte 711 befestigt, so dass die Außenverzahnung 105 der außerhalb des Gehäuses 71 auf dessen Rückseite gelagerten rechten Drehscheibe 82 mit der an der Koppelstange 11 vorgesehenen Zahnstange 740 kämmt. Wie in der
Wie beispielhaft in der
Nachfolgend wird anhand der
Als Ausgangszustand sei der Fall einer vollständig geschlossenen und zugehaltenen Fahrzeugtür betrachtet, wie in den
Die
Die
Durch weiteres manuelles Aufschwenken der Tür wird schließlich der Zustand gemäß den
Durch Zuschwenken der Tür wird schließlich der Zustand gemäß den
Zweckmäßig wird zu diesem Zweck ein Dämpfungszylinder verwendet, dessen Brems- bzw. Dämpfungsrate für hohe Türschließgeschwindigkeiten groß ist, jedoch für niedrige Türschließgeschwindigkeiten gering ist. Somit ist bereits eine geringe von der Zugfeder 84 ausgeübte Zugkraft ausreichend, um die Tür zuverlässig gegen die von dem Dämpfungszylinder 746 ausgeübte Dämpfungs- bzw. Bremskraft zuzuziehen.Appropriately, a damping cylinder is used for this purpose, the braking or damping rate for high door closing speeds is large, but low for low door closing speeds. Thus, even a small tensile force exerted by the
Durch weiteres Zuziehen der Tür wird schließlich die Stellung gemäß den
Durch weiteres Zuziehen der Tür, getrieben durch die Zugfeder 84, wird schließlich der Zustand gemäß den
Wie vorstehend ausgeführt, wird auch mit der mechanischen Brems- und Antriebseinheit gemäß der
Wie dem Fachmann beim Studium der vorstehenden Beschreibung ohne weiteres ersichtlich sein wird, kann der als Energiespeicher wirkende Federmechanismus der Energiespeicher- und Antriebseinheit 76 gemäß der
Statt des hydraulischen oder pneumatischen Dämpfungs- und Bremszylinders 746 gemäß der
Wie vorstehend ausgeführt, ist die Antriebseinheit zum Verriegeln des Türschlosses und Überführen der Tür von der Vorraste zur Hauptraste sehr stark untersetzt, so dass auch vergleichsweise starke Gegenkräfte aufgrund von Dichtungen am Rand der Karosserieöffnung ohne weiteres überwunden werden können.As stated above, the drive unit for locking the door lock and transferring the door from the pre-catch to the main detent is very heavily stunted, so that comparatively strong counter forces due to seals on the edge of the body opening can be easily overcome.
Wenngleich das erfindungsgemäße Türschließsystem vorstehend anhand einer Kraftfahrzeug-Schwenktür beschrieben worden ist, eignet sich das erfindungsgemäße Türschließsystem grundsätzlich für beliebige von Hand schließbare Karosseriebauteile von Kraftfahrzeugen, beispielsweise Schiebetüren, Schwenk-Schiebetüren, Hauben, Klappen, Schiebedächer oder dergleichen. Grundsätzlich ist das erfindungsgemäße Türschließsystem jedoch in entsprechender Weise auch für von Hand schließbare Schließelemente von beliebigen spur- oder schienengebundenen Fahrzeugen geeignet, wie beispielsweise Waggontüren von Eisenbahnwaggons oder Zutrittstüren von S-Bahn- oder Straßenbahnfahrzeugen.Although the door closing system according to the invention has been described above with reference to a motor vehicle hinged door, the door locking system according to the invention is basically suitable for any manually closable body parts of motor vehicles, such as sliding doors, swing sliding doors, hoods, flaps, sliding roofs or the like. In principle, however, the door closing system according to the invention is also suitable for manually closable closing elements of any track or rail vehicles, such as wagon doors of railway cars or access doors of S-Bahn or tram vehicles.
Durch das erfindungsgemäße Türschließsystem wird ein kontinuierliches, einklemmfreies Schließen solcher Schließelemente ermöglicht. Aufgrund der vergleichsweise geringen Geschwindigkeit bzw. kinetischen Restenergie des Schließelements in dem vorgenannten dritten Verstellbereich kann es erfindungsgemäß zu keinem bedrohlichen Einklemmzustand kommen. Hindernisse, wie beispielsweise eine menschliche Hand oder ein Körperteil, können das sich schließende Schließelement in dem dritten Verstellbereich ohne weiteres zurückdrücken. Eine größere Kraft- bzw. Druckbeaufschlagung des Schließelements erfolgt erst nach Durchlaufen des dritten Verstellbereichs, das heißt dann, wenn das Schließelement bereits in die Vorraste gefallen ist, ein Einklemmen von Objekten oder Körperteilen aber zuverlässig ausgeschlossen ist. Erst in dem dann anschließenden vierten Verstellbereich wird das Schließelement durch Verriegeln des Schlosses verriegelt und dabei vollständig zugezogen.By the door closing system according to the invention a continuous, pinch-free closing of such closing elements is made possible. Due to the comparatively low speed or kinetic residual energy of the closing element in the aforementioned third adjustment range, according to the invention, no threatening pinching condition can occur. Obstacles, such as a human hand or a body part, can easily push back the closing closure element in the third adjustment region. A greater force or pressurization of the closing element takes place only after passing through the third adjustment, that is, when the closing element has already fallen into the pre-catch, but trapping objects or body parts is reliably excluded. Only in the then subsequent fourth adjustment the locking element is locked by locking the lock and thereby completely closed.
Aufgrund der erfindungsgemäß erheblich geringeren Zuschlagenergie des Schließelements sind die durch den Zuschlag des Schließelements auftretenden Belastungen auf Funktionselemente des Schließelements bzw. deren Lagerung erheblich reduziert, was erfindungsgemäß ein erhebliches Einsparpotential ermöglicht.Due to the invention considerably lower impact energy of the closing element, the loads occurring due to the addition of the closing element on functional elements of the closing element or their storage are significantly reduced, which according to the invention allows a considerable savings.
- 11
- Türdoor
- 22
- Positionssensor oder -tasterPosition sensor or button
- 33
- Abstandsensor oder -tasterDistance sensor or button
- 44
- Schwenkachseswivel axis
- 55
- Türscharnierdoor hinge
- 66
- Referenz-/Kopplungsbereich (ortsfest)Reference / coupling area (stationary)
- 77
- Steuereinrichtungcontrol device
- 88th
- TürschlossLocks
- 99
- Zuziehhilfeclosing aid
- 1010
- Brems- und AntriebseinheitBrake and drive unit
- 1111
- Kopplungsmittel / KoppelstangeCoupling agent / coupling rod
- 1212
- elektrische Antriebseinrichtungelectric drive device
- 1313
- Energiespeicherenergy storage
- 1414
- mechanische Antriebseinrichtungmechanical drive device
- 1515
- Bremse / DämpferBrake / damper
- 1616
- Elektromotorelectric motor
- 1818
- Bowdenzug der ZuziehhilfeBowden cable of the closing aid
- 180180
- Seilzug der ZuziehhilfeCable of the closing aid
- 181181
- SeilumlenkstückSeilumlenkstück
- 182182
- Seilnippelcable nipple
- 183183
- Bowdenzug-LagerstückBowden cable bearing piece
- 1919
-
Bowdenzug des Abstandstasters 3Bowden cable of the
distance switch 3 - 190190
- Seilzugcable
- 3030
- Mechatronische Brems- und AntriebseinheitMechatronic brake and drive unit
- 3131
- Gehäusecasing
- 3232
- elektromagnetische Bremseelectromagnetic brake
- 3333
- Antriebswelledrive shaft
- 3434
- Schneckeslug
- 3535
- Zahnradgear
- 3636
- Getriebestufegear stage
- 3737
- Getriebestufegear stage
- 3838
- Zahnradgear
- 3939
- Zahnradgear
- 4040
- Lagercamp
- 4141
- Spindelspindle
- 4242
- Lagercamp
- 4343
- Spindelmutterspindle nut
- 4444
- SpindelmutterkäfigSpindle nut cage
- 4545
- Lauf- oder GleitschlittenRunning or sliding carriage
- 4646
- Schwenkachseswivel axis
- 4747
- Endstücktail
- 4949
- Ausnehmung der Spindelmutter 43Recess of the spindle nut 43rd
- 5050
- Mitnehmertakeaway
- 5151
- Gleitführungslide
- 5252
- Längsrippe des Gehäuses 31Longitudinal rib of the housing 31st
- 5353
-
Nase des Mitnehmers 50Nose of the
driver 50 - 5555
- Hubmagnetsolenoid
- 5656
- Stößeltappet
- 5757
- Anschlagflächestop surface
- 5858
- Schwenkachseswivel axis
- 5959
- Schwenkhebelpivoting lever
- 6060
- Haken/Schnappvorsprung des Schwenkhebels 59Hook / snap projection of the pivot lever 59th
- 7070
- mechanische Brems- und Antriebseinheitmechanical brake and drive unit
- 7171
- Gehäusecasing
- 7272
- Haltewinkelbracket
- 7373
- TürfeststelleinheitDoor lock unit
- 7474
- Dämpfungseinheitdamping unit
- 7575
-
Kopplungseinheit des Türabstandstasters 3Coupling unit of the
door distance sensor 3 - 7676
- Energiespeicher- und AntriebseinheitEnergy storage and drive unit
- 8080
- linke Drehscheibeleft turntable
- 8181
- mittlere Drehscheibemiddle turntable
- 8282
- rechte Drehscheiberight turntable
- 8383
- zentrale Drehachsecentral axis of rotation
- 8484
- Zugfedermainspring
- 8585
- ortsfester Befestigungsbereichfixed mounting area
- 8686
- gleitbeweglicher Federeinhängbolzenslidable spring retainer pin
- 8787
- Zugfedermainspring
- 8888
- ortsfester Befestigungsbereichfixed mounting area
- 8989
- gleitbeweglicher Federeinhängbolzenslidable spring retainer pin
- 9090
- radialer Führungsschlitzradial guide slot
- 9191
- bogenförmiger Führungsschlitzarcuate guide slot
- 9292
- Führungsbolzenguide pins
- 9595
- radialer Führungsschlitzradial guide slot
- 9696
- Führungsschlitzguide slot
- 9797
- Führungsbolzenguide pins
- 100100
- Niederdrückerdepressor
- 101101
- Mitnehmertakeaway
- 105105
- Außenverzahnungexternal teeth
- 106106
- ZahnlückenabschnittGap section
- 107107
- bogenförmiger Führungsschlitzarcuate guide slot
- 110110
- Umfangsvorsprungcircumferential projection
- 710710
- linke Gehäuseplatteleft housing plate
- 711711
- rechte Gehäuseplatteright housing plate
- 712712
- Schraubbolzenbolts
- 713713
- Abstandshülsespacer
- 714714
- DrehachsenlagerbereichRotary shaft bearing portion
- 715715
- exzentrische Führungeccentric leadership
- 716716
- Aussparungrecess
- 717717
- Aussparungrecess
- 718718
- Verbindungsbereichconnecting area
- 719719
- Befestigungsbohrungmounting hole
- 720720
- Befestigungsschenkelfastening leg
- 721721
- Befestigungsbasisfixing base
- 725725
- DrehzapfenhalteplatteTrunnion mounting plate
- 726726
- Lagerplattebearing plate
- 727727
- DrehzapfenaufnahmeHinge hole
- 728728
- DrehzapfenlagerungTrunnion bearing
- 730730
- Gehäusecasing
- 731731
- Befestigungsabschnittattachment section
- 732732
- Achseaxis
- 733733
- Zahnradgear
- 734734
- GleitstücklagerbereichGleitstücklagerbereich
- 740740
- ZalnstangeZalnstange
- 74007400
- abgewinkeltes Endstückangled tail
- 74017401
- elastischer Dämpfungsanschlagelastic damping stop
- 741741
- Basisplattebaseplate
- 742742
- Befestigungsbohrungmounting hole
- 743743
- Abstützwinkelsupport angle
- 744744
- Abstützwinkelsupport angle
- 745745
- Betätigungselementactuator
- 746746
- Zylinder des hydraulischen DämpfersCylinder of hydraulic damper
- 747747
- Kolbenstange des hydraulischen DämpfersPiston rod of hydraulic damper
- 748748
-
Betätigungsende der Kolbenstange 747Operating end of the
piston rod 747 - 749749
-
Lagerhülse des Zylinders 746Bearing sleeve of the
cylinder 746 - 74907490
- Muttermother
- 74917491
- Muttermother
- 750750
- BasisBase
- 751751
- Stegweb
- 752752
- unterer Schwenkhebellower pivot lever
- 753753
- unterer Schwenkachselower pivot axis
- 755755
- oberer SchwenkhebelUpper pivot lever
- 756756
- obere Schwenkachseupper pivot axis
Claims (16)
- A method for controlling the closing movement of a manually closable body component for vehicles, in which method:during the closing movement, departing from an opened position, the body component (1) passes through a first movement range in which the body component is moved towards the closed position without any action by a control member (7; 30; 70), and,following the first movement range, the body component (1) passes through a second movement range in which the closing movement of the body component is varied in such a manner by the action of the control member (7; 30; 70) that the residual kinetic energy of the body component does not exceed a predetermined limit value after passing through the second movement range and arriving at a predetermined, non-vanishing opening angle, but that the residual kinetic energy is sufficient so that the body component (1) is automatically closed or so that the body component (1) is transferred to a pre catch or main catch of the door lock (8).
- A device for controlling the closing movement of a manually closable body component for vehicles, in particular for motor vehicles, e.g. a hinged door, sliding door, hinged/sliding door, bonnet, hinged cover, sliding roof or the like, comprising a braking device (15; 32; 746) which is configured and coupled or capable of being coupled to the closing movement of the body component (1) in such a manner that,
during the closing movement, departing from an opened position, the body component (1) passes through a first movement range in which the body component is moved towards the closed position without any action by a braking device, and,
following the first movement range, the body component (1) passes through a second movement range in which the closing movement of the body component is varied in such a manner by the action of the braking device (32, 746) that the residual kinetic energy of the body component does not exceed a predetermined limit value after passing through the second movement range and arriving at a predetermined, non-vanishing opening angle, but that the residual kinetic energy is sufficient so that the body component (1) is automatically closed or so that the body component (1) is transferred to a pre catch or main catch of the door lock (8). - The device according to claim 2, further comprising a driving device (12; 14; 30; 70) which drives the closing movement in a third movement range following the second movement range to the pre catch or main catch of the lock (8).
- The device according to claim 3, further comprising an energy storage device (13; 76) which is coupled or can be coupled to the driving device in such a manner that the driving device (12; 14; 30; 70) is driven by exhausting the energy storage device, wherein said energy storage device (13; 76)a) is coupled to an opening and/or closing movement of the body component (1) in such a manner that the energy storage device (13; 76) is replenished during the manual opening and/or closing of the body component (1) by braking or damping an opening and/or closing movement; orb) is coupled or can be coupled to a servomotor (16) serving for a movement function other than the closing and/or opening of the body component (1) in such a manner that the energy storage device can be replenished by operating the servomotor (16).
- The device according to claim 4, wherein the driving device (70) is a window lifter motor, a lock drive, a central locking motor or an electric arm rest servomotor so that the energy storage device can be replenished by operating the servomotor (16)
- The device according to claim 2 or 3, wherein the driving device (70) is driven by an electric motor (12) in order to drive the body component in the third movement range to the pre catch or main catch of the lock (8)
- The device according to any of claims 2 to 6, wherein the braking device (746) is coupled to the closing movement of the body component (1) in such a manner that the braking device brakes the closing movement only when the second movement range is reached, until the predetermined residual kinetic energy level has been reached, wherein the braking device (746) is designed in such a manner that its braking rate increases as the closing speed of the body component (1) increases, preferably in a non-linear manner.
- The device according to any of claims 2 to 6, further comprising a clutch (32) in order to couple the braking device only when the second movement range is reached, until the predetermined residual kinetic energy level has been reached, wherein the clutch (32)a) is designed to couple the braking device and/or a drive motor (12) for driving the closing movement in the third movement range as required selectively to the closing movement of the body component (1), orb) is furthermore designed as a braking device for braking the movement of the body component (1).
- The device according to claim 8, further comprising an electronic control unit (7) designed to couple the clutch (32) and/or the driving device (12) as required selectively to the movement of the body component (1).
- The device according to claim 9, wherein the electronic control unit (7) is designed in such a manner that the clutch (32) can be coupled as a function of the determined speed and/or acceleration of the closing movement and/or of the determined closing path travelled by the body component (1).
- The device according to claim 10, wherein the electronic control unit (7) is furthermore designed in such a manner that the clutch (32) is coupled as a function of the model or manufacturer of the body component (1), the position of the vehicle, the identification of a user of the vehicle and/or an output signal from a logic unit, in particular a fuzzy logic unit or a neural network.
- The device according to claim 10 or 11, wherein the electronic control unit (7) is furthermore designed in such a manner that the limits between the movement ranges are varied as a function of the determined speed and/or acceleration of the closing movement and/or of the determined closing path travelled by the body component.
- The device according to claim 12, wherein the electronic control unit (7) is furthermore designed in such a manner that the limits between the movement ranges are varied as a function of the model or manufacturer of the body component (1), the position of the vehicle, the identification of a user of the vehicle and/or an output signal from a logic unit, in particular a fuzzy logic unit or a neural network.
- The device according to claim 3, wherein the driving device is designed to move the body component (1) into a position in which a pinch protection function is ensured in a reliable manner, a power closing device (9) furthermore being associated with a lock (8) of the body component (1) in order to lock the lock departing from the pre catch, wherein the power closing device can be coupled or is coupled to the driving device (30; 70).
- The device according to claim 14, further comprising a mechanical distance feeler (3) or an electrical or electronic distance sensor (3) in order to trigger locking of the lock (8) automatically at the end of the third movement range.
- The device according to any of claims 9 to 13, further comprising a sensor in order, upon the opening of the body component (1), to monitor an outer surface thereof for collision with an obstacle, the electronic control unit (7) triggering the arrest of the body component by means of the braking device (15; 32) or a door arrester (730) when a state of collision is detected.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102005061610A DE102005061610A1 (en) | 2005-12-21 | 2005-12-21 | Method and device for controlling the closing movement of a body component for vehicles |
PCT/EP2006/069818 WO2007071641A1 (en) | 2005-12-21 | 2006-12-18 | Method and device for controlling the closing movement of a chassis component for vehicles |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1982030A1 EP1982030A1 (en) | 2008-10-22 |
EP1982030B1 true EP1982030B1 (en) | 2010-09-29 |
Family
ID=37776594
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06841413A Not-in-force EP1982030B1 (en) | 2005-12-21 | 2006-12-18 | Method and device for controlling the closing movement of a chassis component for vehicles |
Country Status (7)
Country | Link |
---|---|
US (1) | US8234817B2 (en) |
EP (1) | EP1982030B1 (en) |
JP (1) | JP4929291B2 (en) |
CN (1) | CN101379262B (en) |
AT (1) | ATE483085T1 (en) |
DE (2) | DE102005061610A1 (en) |
WO (1) | WO2007071641A1 (en) |
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-
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- 2006-12-18 JP JP2008546410A patent/JP4929291B2/en not_active Expired - Fee Related
- 2006-12-18 WO PCT/EP2006/069818 patent/WO2007071641A1/en active Application Filing
- 2006-12-18 DE DE502006007994T patent/DE502006007994D1/en active Active
- 2006-12-18 CN CN2006800531413A patent/CN101379262B/en not_active Expired - Fee Related
- 2006-12-18 AT AT06841413T patent/ATE483085T1/en active
- 2006-12-18 EP EP06841413A patent/EP1982030B1/en not_active Not-in-force
- 2006-12-18 US US12/158,484 patent/US8234817B2/en active Active
Cited By (3)
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DE102013018628A1 (en) * | 2013-11-06 | 2015-05-07 | Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Hallstadt | Anti-trap protection for an adjustable vehicle door |
US9484914B2 (en) | 2013-11-06 | 2016-11-01 | Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Hallstadt | Anti-trapping method and apparatus for an adjustable vehicle door |
US10801245B2 (en) | 2017-10-18 | 2020-10-13 | Magna Closures Inc. | Power door with toothed rod crank mechanism |
Also Published As
Publication number | Publication date |
---|---|
ATE483085T1 (en) | 2010-10-15 |
DE102005061610A8 (en) | 2007-11-08 |
JP4929291B2 (en) | 2012-05-09 |
CN101379262B (en) | 2013-03-20 |
DE102005061610A1 (en) | 2007-07-05 |
JP2009520893A (en) | 2009-05-28 |
DE502006007994D1 (en) | 2010-11-11 |
WO2007071641A1 (en) | 2007-06-28 |
CN101379262A (en) | 2009-03-04 |
US8234817B2 (en) | 2012-08-07 |
US20090217596A1 (en) | 2009-09-03 |
EP1982030A1 (en) | 2008-10-22 |
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