EP1982030B1 - Verfahren und vorrichtung zum steuern der schliessbewegung eines karosseriebauteils für fahrzeuge - Google Patents

Verfahren und vorrichtung zum steuern der schliessbewegung eines karosseriebauteils für fahrzeuge Download PDF

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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
Application number
EP06841413A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1982030A1 (de
Inventor
Robert Neundorf
Georg Scheck
Stephan Starost
Uwe Klippert
Dalibor Rietdijk
Karl-Heinz Bauer
Ulf Nitzsche
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Fahrzeugteile SE and Co KG
Original Assignee
Brose Fahrzeugteile SE and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Fahrzeugteile SE and Co KG filed Critical Brose Fahrzeugteile SE and Co KG
Publication of EP1982030A1 publication Critical patent/EP1982030A1/de
Application granted granted Critical
Publication of EP1982030B1 publication Critical patent/EP1982030B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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)
  • Lock And Its Accessories (AREA)
  • Superstructure Of Vehicle (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
EP06841413A 2005-12-21 2006-12-18 Verfahren und vorrichtung zum steuern der schliessbewegung eines karosseriebauteils für fahrzeuge Not-in-force EP1982030B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005061610A DE102005061610A1 (de) 2005-12-21 2005-12-21 Verfahren und Vorrichtung zum Steuern der Schließbewegung eines Karosseriebauteils für Fahrzeuge
PCT/EP2006/069818 WO2007071641A1 (de) 2005-12-21 2006-12-18 Verfahren und vorrichtung zum steuern der schliessbewegung eines karosseriebauteils für fahrzeuge

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EP1982030A1 EP1982030A1 (de) 2008-10-22
EP1982030B1 true EP1982030B1 (de) 2010-09-29

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Country Link
US (1) US8234817B2 (es)
EP (1) EP1982030B1 (es)
JP (1) JP4929291B2 (es)
CN (1) CN101379262B (es)
AT (1) ATE483085T1 (es)
DE (2) DE102005061610A1 (es)
WO (1) WO2007071641A1 (es)

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US20090217596A1 (en) 2009-09-03
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CN101379262A (zh) 2009-03-04
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