EP2562342A2 - Vehicle door fluid swivel drive - Google Patents

Abstract

The drive (1) has a position piston (14) guided into a working cylinder (4) for axial position movement in an axial position direction (17). A coupling mechanism (47) i.e. spindle drive, converts the axial position movement of the position piston into a pivoting movement (48) of a driving element (33). A sensor (59) is integrated in the drive to detect the axial position movement of the position piston. The position piston is not rotated over a guide bar (19), and the sensor is integrated partly into the guide bar. The sensor is a contactless sensor and a magnetostrictive sensor. An independent claim is also included for a method for operating of a vehicle door controller with a fluidic vehicle door pivot drive.

Description

TECHNICAL FIELD OF THE INVENTION

The invention relates to a fluidic vehicle door pivoting drive, in particular for a bus, a city bus, a train u. Ä. Although the use of the vehicle door pivoting drive for any vehicles is possible, in the following part of the simplification for the sake of simplicity, only an omnibus referred to, without this being a limitation of the invention to this purpose. Furthermore, the invention relates to a method for operating a vehicle door control with a fluidic vehicle door pivot drive. Finally, the invention relates to the use of a particular sensor for a new purpose.

STATE OF THE ART

Vehicle doors for vehicles such as buses must be swung back and forth between an open position and a closed position. In this case, a closure of a manhole of the bus with a single vehicle door or with two vehicle doors pivoted in opposite directions can take place.

DE 10 2006 031 477 B4 describes that not only does the vehicle doors of buses have to be opened and closed from the driver's seat, but in many cases it is also required that the doors are locked in the closed end position so that they do not rattle or flutter while driving. Thus, referring to DE 37 05 369 A1 pointed out that it is common in vehicle doors to lift the vehicle door in the end position of the pivotal movement and thus bring to a locked position. Also known as, for example, from DE 2 062 135 A , the use of a helical gear is described, which is located in the immediate extension of a rotary column of the vehicle door. However, such screw gear may require the use of balls for friction reduction, which lead to a susceptibility to wear in view of the high pivoting moments to be exerted. Against this background is dedicated DE 10 2006 031 477 B4 the task of proposing an alternative vehicle door swivel drive that operates reliably and quickly, without causing increased wear in the drive elements. DE 10 2006 031 477 B4 proposes against this background, a fluidic vehicle door pivoting drive, in which a double acting here working cylinder is used, in which an actuating piston is guided for an axial adjusting movement for the opening and closing movement in an axial direction of adjustment. A coupling mechanism between the axially moving actuating piston and a rotationally moving drive member, which is rotatably coupled to the vehicle door, is formed with a spindle drive. For this purpose, the actuating piston has a central, coaxial with the direction of adjustment oriented through-hole, through which the drive member extends. Opposite the actuator piston, two rollers are rotatably mounted on both sides of the drive member. The rollers roll on two spindle-like screw threads of the drive member, thereby enabling axial adjustment movement of the control piston to take place without axial movement of the drive member, but causing torsion of the drive member, which depends on the extent of the axial adjustment movement and the pitch of the screw threads is. The drive member or the screw threads have a stop, via which the relative axial movement between the actuating piston and the drive member is limited. To prevent rotation of the actuating piston this is guided by two coaxially oriented to the axial direction of adjustment guide rods which pass through the working cylinder and are secured in both end regions on end faces of the working cylinder. For a preferred embodiment, the drive member in addition to the said rotational degree of freedom and a translational degree of freedom coaxial with the axial direction of adjustment, which comes into effect when the actuator piston with pivoting of the drive member to a pivot angle, which correlates with a closed vehicle door and for which the rollers reach the aforementioned stop, is pivoted. In this case, the further fluidic loading of the actuating piston causes the actuating piston and the drive member to be raised together without further pivoting of the drive member, whereby the drive member and possibly a pivot pillar of the vehicle door and the vehicle door can be raised into a locking position. In the locking position rattling or fluttering of the vehicle door is suppressed by a swinging of the vehicle door (without a previous lowering the same) is positively prevented. In the coupling mechanism between the drive member and actuator piston, a seal is used, which, despite the non-circular cross section of the drive member due to the screw threads a seal causes between working chambers, which are formed on both sides of the actuating piston in the working cylinder. In order to ensure a basically fast adjusting movement of the vehicle door pivoting drive, but also a damped approach to at least one end position, the fluidic admission (the filling or emptying) of a working chamber via a valve or a throttle with variable passage characteristic can be done. For example, the loading of the working chamber via a bore, in the area which extends a disc which has a circumferentially oriented slot and is rotatably coupled to the drive member takes place. In the control areas of the drive member, in which a fast pivoting movement and / or lifting movement is desired, the slot is the bore completely free, so that an unthrottled passage of the fluid is ensured to the working chamber. On the other hand, the damping of the adjusting movement, for example in the region of an end position take place by the edge portions of the oblong hole for partially covering the bore and thus depending on the pivoting movement for such pivoting angle of the drive member, whereby a dependent on the pivoting movement throttling the action of the working chamber can be brought about ,

In DE 10 2007 025 375 B4 is described in detail the refinement of a seal which, as explained above, is used in the coupling mechanism, ie between the drive member in the region of the screw threads and the adjusting piston is interposed to seal the working chambers. The seal has a non-circular inner profile corresponding to the outer profile of the drive member in the region of the screw threads, while the seal is held radially outboard between two interconnected via screws or strained rings which are supported on the actuating piston. A tension of the rings can be used to an elastic deformation of the seal over which the sealing effect can be ensured and / or influenced. Radially outward, the actuator piston is sealed by a seal against the cylinder, while O-rings ensure a seal between the actuator piston and the guide rods.

DE 10 2008 009 558 B3 explains the observation that in the vehicle door pivoting drive, as this according to DE 10 2006 031 477 B4 has been described, a lifting of the drive member and thus the vehicle door is not only done when the actuator piston comes with the rollers for the maximum tilt angle to rest against the stop, but also when a rotation of the drive member is blocked because, for example, an obstacle located in the opening between the vehicle door and the door frame of the bus. Also a thus caused lifting of the drive member should lead to a locking of the vehicle door pivot drive. DE 10 2008 009 558 B3 suggests a mechanical lock in the upper axial parking position of the vehicle door pivot drive. For this purpose, the drive member has in the end remote from the vehicle door a pin, which is guided to enable the pivoting movement and the axial movement in a sliding bearing. In the raised position of the drive member results between the end face of the pin and a bottom of the sliding bearing a clearance in which to lock the raised position an eccentric can occur, thus blocking a return of the drive member in the lowered axial position. The pivoting of the eccentric can be done via an additional actuator. By this mechanical locking can be avoided that a fluidly secured end position is left when a fluidic pressure breaks.

DE 10 2008 034 994 B3 describes the problem that the coupling mechanism in the form of a spindle drive as described above can lead to relatively high required restoring forces due to the friction acting, which may have the consequence that, in particular solely by these frictional forces, already raising the drive member, without the Closed pivot position is reached. To avoid relatively expensive hold-down constructions use that hold the drive member as a result of the application of a spring in the non-raised axial position, as long as the closed pivot position has not yet been reached. These hold-down designs require some maintenance and wear. Against this background is dedicated DE 10 2008 034 994 B3 the task of reliably holding the drive member in the non-raised axial position until the closed end pivot position of the drive member is reached. DE 10 2008 034 994 B3 proposes that in the lower end portion rotatable, but axially fixed to the drive member, a stepped piston is mounted, the actuator piston side facing has a diameter corresponding to the inner diameter of the working cylinder, while the stepped piston on the side facing away from the actuating piston has a reduced effective diameter. This configuration has the consequence that a dimensioning of the pressure required for lifting depending on the dimensions of the stepped piston can be done independently of the design-defined characteristic between the closing pressure and the closing force generated on the vehicle door.

While, in principle, the fluid for acting on the vehicle door pivoting drive can also be a hydraulic medium, the vehicle door pivoting drives explained above are based preferably on a fluid in the form of a pneumatic medium (compressed air). The loading of the working chambers with the compressed air via pneumatic vehicle door controls, as exemplified in DE 10 2008 011 315 A1 are described. DE 10 2008 011 315 A1 describes as known the use of a 5/2-way valve, which allows the application of compressed air from one to the other working chamber switch directly, so when switching the vehicle door is possibly quickly transferred to the other end position, where this may be hard on a frame of the vehicle for the vehicle door strikes. DE 10 2008 011 315 A1 is dedicated to ensuring pneumatic cushioning. For this purpose, it is proposed to connect a compressed air source, in particular a compressor, via two parallel conduit paths with the two working chambers of the vehicle door pivoting drive. In each line path, a 3/2-way valve is arranged in training as a ventilation valve, which are acted upon by a biasing of a spring in the ventilation position. Are the 3/2-way valves in the ventilation position, both working chambers are subjected to the same pressure, whereby a once taken pivot position and / or axial position is fluidly secured. The 3/2-way valves are pneumatically piloted each with a pilot valve, which can be operated both manually and can be operated electrically via a control unit. Between the 3/2-way valves and the associated working chambers in each case a parallel circuit of an opening in the direction of the working chamber check valve and a throttle is interposed, so that a filling of the working chamber via both the throttle and the check valve is possible while emptying the working chamber exclusively on the throttle can be made. The supply pressure used by the pilot valve of the line path for opening the vehicle door with pressurization of this line path corresponds to the pressure in the other line path between the throttle and the 3/2-way valve. In contrast, the supply or control pressure of the other pilot valve in the conduction path for closing the vehicle door with a pressurization corresponds to the pressure of the compressed air source. A delay of the adjusting movement takes place by a delay of emptying a working chamber via the throttle. Especially with an automatic vehicle door, such as a vehicle door of a bus, it is essential that this is not "abruptly" moved to the closed position when closing, but with approach to the closed position learns a certain delay and operates with a limited clamping force, so also persons are taken into account who can only board with a delay or for other reasons exceed the calculated entry time. In In this case, it is ensured by the delayed emptying of the working chamber that the door closes only with a reduced closing force and that the closing process takes place correspondingly delayed. The operating state of the pneumatic vehicle door control is detected by means of pressure switches arranged in said line paths, which switch from a first switching state when the pressure exceeds or falls below a threshold value. The pressure switches thus signal only with a binary output signal whether the vehicle door is in a first control range, for example between the end positions, or a second control range, for example in one of the end positions. The result of the signals of the pressure switches can be displayed visually or acoustically, it being also possible for the signals of the pressure switches to be fed to a control unit.

DE 10 2008 011 316 B4 describes it as known, the opening and closing movement of vehicle doors of buses, trains u. Ä. To operate via electrical or electronic switching pulses using switches on the dashboard of the driver. For emergencies, it is necessary that the vehicle doors can also be opened by hand, for which emergency switching valves are provided in training as vent valves, which must be manually reset after their use, to then enable the electrical or electronic control. If a vehicle is equipped with several doors, each of these doors must be assigned an emergency valve. Resetting the emergency shut-off valves requires a tour of the entire vehicle to control the position of all emergency shut-off valves and, if necessary, manually reset them. Against this background is dedicated DE 10 2008 011 316 B4 the task of developing a Handnotschaltung that allows a reliable reset of all Notausventile from a central place, such as the driver's seat of the bus. This is basically a pneumatic vehicle door control use, as previously with respect DE 10 2008 011 315 A1 has been described. However, according to DE 10 2008 011 316 B4 not the said line paths fed directly from the compressed air source with compressed air. Rather, between the line paths and the compressed air source, a central 3/2-way valve is interposed in training as a ventilation valve, so depending on the position of this central 3/2-way valve, the line paths are vented or can be connected to the compressed air source. The central 3/2-way valve is pneumatically controlled via a control connection. The control port can be vented via several distributed over the vehicle emergency valves, which as a result of a spring, the central 3/2-way valve can be switched to the venting position. The emergency switching valves also have one Control connection, by means of which the emergency switching valves can be ventilated in accordance with a further 3/2-way valve which can be actuated both manually and electrically. In the ventilation position, the additional 3/2-way valve connects the control connection of the emergency switching valves to the compressed air source, whereby these emergency switching valves can be switched from the venting position to a blocking position. At the same time an additional line connection ensures a connection of the compressed air source via the further 3/2-way valve to the control port of the central 3/2-way valve, so that again the connection of the compressed air source takes place with the line paths. In the additional line connection, a throttle and an opening in the direction of the central 3/2-way valve check valve is integrated. Also for this vehicle door control, the distinction of setting areas is binary via pressure switches, which detect the pressure in the two conduction paths.

The not pre-published DE 10 2011 001 003.3-23 discloses a further pneumatic vehicle door control circuit with two line paths, in each of which electrically and manually operable 3/2-way valves and a parallel circuit of an adjustable throttle and opening in the direction of the working chamber check valve upstream of the working chambers. Proposed here is the use of a quick exhaust valve, which is pre-controlled via a manual manual valve. As a result, the possibility for the dimensioning of the line lengths and the valve cross-sections to be extended, with an arrangement of the manual valve away from the quick exhaust valve with the movement of small control volumes to be enabled.

In addition to the pneumatic actuation of the vehicle door pivot drive and a hydraulic actuation can be done, which, for example, resilient properties of the actuating fluid can be at least reduced, so that there may be a reduced tendency to rattle or flutter even without a lock in a closed position of the vehicle door. The not pre-published DE 10 2011 001 478.0-23 here discloses the detection of an actuating movement of the drive member for two vehicle doors associated with a manhole each via position sensors which are designed as potentiometers.

Also DE 10 2010 002 625.5-23 discloses a hydraulic vehicle door control. The vehicle door pivoting drive used here has on the one hand a double-acting working cylinder for bringing about a translational movement of a rack, which meshes with a gear carried by the drive member, so that the actuation of the double-acting cylinder has a pivoting of the drive member result. In another single-acting working cylinder, an end region of the drive member forms an actuating piston. By acting on the other working cylinder, a lifting movement of the drive member can be brought about. A sensor is used to detect whether a closed or locked position of the drive member is reached. The sensor is in this case integrated into the pressure chamber of the further working cylinder.

In EP 0 279 236 A1 discloses a rotary drive for swing doors, in which an axial displacement of a control piston, which takes place via a hydraulic actuating mechanism, is transmitted via a coupling member in a rotation of a rotor and an associated output shaft. For the hydraulic actuating mechanism designed as an annular cylinder drive cylinder is provided with an outer cylinder shell and an inner cylinder shell, wherein an annular piston is guided in the space between the outer and the inner cylinder shell. By passing a piston rod of the annular piston between the inner cylinder jacket and the cylinder cover and connected outside of the annular cylinder with the coupling member, an axial adjusting movement of the annular piston is transmitted to an axial adjusting movement of the coupling member. The coupling member is in this case rotatably connected to an axial guide, whereby the axial displacement of the coupling member is guided along a rigidly connected to the rotary drive housing stator. A sensing of the operation of the rotary drive is in EP 0 279 236 A1 not provided.

DE 40 07 162 A1 relates to a device for automatic opening and closing of hinged flaps, hoods and doors. Here, a rotation of an electric motor is transmitted via a spindle drive in an axial movement of a hydraulic piston in its master cylinder. This is part of a hydraulic transmission device, wherein a pressure change effected in the master cylinder leads to a fluidic admission of a piston, which is arranged in a slave cylinder of the transmission device. By the fluidic impingement an axial adjusting movement of the piston is effected in the slave cylinder, by which finally the flap, hood or door is raised or lowered. So that the lifting and lowering safely, ie under protection against pinching and not against overloading, takes place, the device has a sensor arranged on the master cylinder. This detects the movement speed or speed of the hydraulic piston or electric motor, so that on the drive side, an effective maximum force limit is made possible. In order to ensure that the piston of the slave cylinder can be retracted without damping, but can be retracted, a throttle point may be provided in the piston. In addition, by providing a bypass groove in the slave cylinder, however, the throttle effect can be released just before reaching a closed position, so that the flap, hood or door strikes under the action of its own weight. The sudden high pressure in the slave cylinder associated with the slamming can be absorbed by a gas cushion in the slave cylinder. Finally, these measures also mean that different piston positions in the slave cylinder are possible for the same axial position of the hydraulic piston in the master cylinder.

DE 10 2007 059 564 A1 and DE 10 2006 053 730 B4 relate to drive devices that can be used in particular for a flap of a vehicle. In this case, an output shaft is rotationally driven via an electric motor. The output shaft in turn rotatably drives a threaded spindle, via which a spindle nut with associated spindle tube is moved in the axial direction. In order to be able to detect the currently assumed stroke position of the drive device even after an interruption of the power supply for the electric motor, the drive device of D1 has a magnetic field sensor. With this, the position of a permanent magnet can be detected, which is arranged on the spindle nut and carries out the axial movement together with the spindle nut and the associated spindle tube.

OBJECT OF THE INVENTION

• der Regelungsmöglichkeiten für die fluidische Beaufschlagung,
• der Überwachung der Funktion,
• der Gewährleistung eines gewünschten Öffnungs- und/oder Schließverhaltens, eines Erreichens einer Öffnungsstellung, einer Schließstellung und/oder einer Verriegelungsstellung,
• des Reagierens auf ein die Fahrzeugtür blockierendes Hindernis,
• einer kompakten Bauweise,
• der Vereinfachung der Montage und/oder
• einem zuverlässigen Betrieb

verbessert ist. Weiterhin liegt der Erfindung die Aufgabe zugrunde, ein entsprechend verbessertes Verfahren zum Betrieb eines Fahrzeugtür-Schwenkantriebs vorzuschlagen. Schließlich liegt der Erfindung die Aufgabe zugrunde, einen neuen Einsatzzweck für einen Sensor eines besonderen Typs vorzuschlagen.The invention has for its object to provide a fluidly actuated vehicle door pivot drive, which in terms

• the control options for the fluidic admission,
• the monitoring of the function,
• ensuring a desired opening and / or closing behavior, reaching an open position, a closed position and / or a locking position,
• reacting to an obstacle blocking the vehicle door,
• a compact design,
• the simplification of the assembly and / or
• a reliable operation

is improved. Furthermore, the invention has for its object to propose a correspondingly improved method for operating a vehicle door pivoting drive. Finally, the invention has for its object to propose a new purpose for a sensor of a particular type.

SOLUTION

The object of the invention is achieved with the features of the independent claims. Further preferred embodiments according to the invention can be found in the dependent claims.

DESCRIPTION OF THE INVENTION

The present invention relates to a vehicle door pivot drive, which is fluidly, in particular pneumatically or hydraulically actuated. Here, the vehicle door pivoting drive can be designed to be single-acting with a fluidic loading in a direction of action, while an adjusting movement in the opposite effective direction, for example, by an acted upon by the fluidic loading in the first effective direction spring element or a weight of the vehicle door with a reduced fluidic loading. Preferably, however, it is a double-acting vehicle door pivot drive with two working chambers acting in opposite directions of action.

The vehicle door pivoting drive according to the invention has a working cylinder. In the working cylinder, an actuating piston is arranged. The adjusting piston is guided in the working cylinder for an axial adjusting movement in an axial direction of adjustment.

The vehicle door pivoting drive according to the invention has an arbitrary coupling mechanism, which converts the axial adjusting movement of the adjusting piston into a pivoting movement of a drive member. Without being limited to such embodiments, for example, the coupling mechanism according to the above-described prior art as a kind of spindle drive may be formed, wherein, as also explained in the introduction to the prior art, a pure pivoting movement of the drive member of the axial adjusting movement of the actuating piston can be generated with clear correlation of an axial travel with a swivel angle or by means of the axial adjustment movement of the actuator piston in addition to a pivoting movement of the drive member axial actuating movement of the drive member depending on the operating conditions, for example, to bring about a lock in the closed position of the vehicle door and / or with blocking of the vehicle door by an obstacle, can take place. As another non-limiting example, the coupling mechanism may be formed with a rack and a gear meshing with it, cf. DE 10 2010 002 625.5-23 ,

The present invention is based initially on the recognition that the use of pressure switches in the fluidic vehicle door control circuit only indirectly allows a conclusion about the condition of the vehicle door, which may be error-prone. Also, it may be indistinguishable from the pressure in the vehicle door control circuit, whether a high pressure in a conduction path to a work chamber responsible for the closing movement is caused by reaching the closed position or blocking the vehicle door off the closed position by blocking the vehicle door Obstacle.

On the other hand, the immediate detection of the movement of the vehicle door itself or a drive member for the same may be problematic because the vehicle door and / or drive organ perform a pivoting movement to open and close the vehicle door and on the other hand perform a lifting movement for locking the vehicle door. This may require the use of two different sensors, namely a sensor which detects a swivel angle and a sensor which detects a translatory lifting movement. In addition, the movement of the vehicle door directly detecting sensors in the door area and / or frame area of the manhole must be arranged, which can increase the construction cost and installation effort. It is also possible that in the area of the vehicle door and / or the frame of the manhole arranged sensors interfere with the visual appearance or even the sensitive sensor can be damaged during loading and unloading of the vehicle or an entry and exit passengers, which is the worst If this causes the vehicle door and thus u. U. also the vehicle can not be moved.

Against this background, the invention proposes to integrate (at least) one sensor in the fluidic vehicle door pivot drive, which is also included when the sensor to a Housing of the vehicle door pivot drive is attached. The vehicle door pivoting drive forms with the sensor integrated in this way a compact structural unit which can already be factory-mounted before the vehicle's equipment is fitted with the vehicle door pivoting drive and, if necessary, calibrated and tested for its function. With installation of the vehicle door pivoting drive then the sensor is already mounted so that it must be connected only electrically. If the vehicle door swivel drive is properly factory-assembled to the sensor, there may be no mounting or alignment errors for the relative location of the sensor relative to the vehicle door drive components.

In addition, the invention is based on the basic idea, not to capture any drive element of the vehicle door sensor. Rather, according to the invention, the axial adjusting movement of the actuating piston is detected by means of the sensor integrated in the vehicle door pivoting drive. The axial actuating movement of the actuating piston gives immediate information on the one hand with regard to the pressure difference in the two limited by the actuating piston working chambers. On the other hand, the axial adjusting movement of the adjusting piston via the coupling mechanism, which under certain circumstances has a defined coupling characteristic, correlates with the pivotal movement of the drive member, that is also with the pivotal movement of the vehicle door. In order to give a non-limiting example of the inventively brought about advantages, for the case that the drive member first performs a pivoting movement for opening and closing the vehicle door and reaching the closed position performs a lifting movement to lock the vehicle door, with detection of the axial displacement movement of Adjusting piston are detected by the sensor in the first axial adjustment range with the sensor of the pivot angle of the vehicle door, while in the other, with reaching the closed position (or with the striking of the rollers to the stop according to the above-mentioned prior art) starting adjusting range of Sensor generates a measurement signal which correlates with the lifting movement of the drive member or even corresponds to the lifting movement of the vehicle door. This can be done with the same sensor, the detection of different types of movement of the drive member or the vehicle door.

In this case, the present invention detects any types of detection of the axial adjusting movement by the sensor, in particular a detection of the actuating travel, the actuating speed or the actuating acceleration. Here, the sensor can generate a multi-stepped, digital or analog output signal, wherein in the sensor also a preparation and conversion of a generated, dependent on the axial adjustment movement signal by a suitable electronic circuit, a control unit, a converter o. Ä. Can take place. In any case, the sensor is not a pressure switch according to the aforementioned prior art, a pure limit switch or another sensor which only generates a binary output signal. Rather, the sensor detects more than two, for example more than 2, ⁶ , 2, ⁸ , 2, ¹⁰ or 2, ¹² digital setting positions, speeds, or accelerations or, as previously mentioned, an analog actuating signal of the setting piston. However, it is also possible here for the sensor not to detect the setting movement in the entire setting range of the setting piston, but only in a partial setting range, provided that a plurality of different signal values dependent on the setting movement can be generated here. It is understood that in addition to the sensor according to the invention in the vehicle door pivot drive or other drive elements or the vehicle door control circuit other sensors and sensor types can be used, including the above-mentioned pressure switch, potentiometer u. ä.

In a further refinement of the invention, the sensor integrated in the fluidic vehicle door pivoting drive is a non-contact sensor, which avoids influencing the actuating forces of the actuating piston and the resulting adjusting movement as a result of friction caused by the sensor and any wear due to friction can.

In a particular embodiment of this inventive concept, the non-contact sensor is a magnetostrictive sensor. Such sensors have a waveguide, a permanent magnet which is moved relative to the waveguide, and a transducer which converts a mechanical vibration in the waveguide, which depends on the relative distance between the permanent magnet and a reference point of the waveguide, into an electrical signal implements. The use of a magnetostrictive sensor is largely insensitive to environmental influences such as temperature, vibration, shock, vibration and pollution. In contrast to an encoder, under certain circumstances a calibration or specification of a zero point for the magnetostrictive sensor can be dispensed with, since the latter always knows the reference position, even in the event of a breakdown of an electrical power supply. Even with an exchange of the sensor is u. Do not recalibrate.

The sensor, in particular the magnetostrictive sensor, can be coupled to any components of the vehicle door pivoting drive. For this purpose, a sensor part can be fastened to the housing, for example, from the outside, or be integrated into it, while another sensor part is fastened to the control piston or integrated in it, whereby the axial adjusting movement of the actuating piston can be detected. If the sensor is designed, for example, as a magnetostrictive sensor, a permanent magnet can be arranged on the actuating piston, which cooperates with a waveguide of the sensor arranged externally on the housing. For a particular embodiment of the invention, the sensor is at least partially integrated in a guide rod over which the actuating piston is secured against rotation. For example, the aforementioned waveguide may extend through the guide rod. In this case, it is advantageous if the guide rod is not ferromagnetic. In the event that the guide rod is to be metallic, this is preferably non-magnetic, ie austenitic and non-ferritic, for example made of a corresponding stainless steel, or made non-magnetic by appropriate alloy such as a high nickel content. It is also possible that the guide rod is made of a hard plastic.

In a further refinement of this solution, the previously described permanent magnet of the magnetostrictive sensor can be integrated into the actuating piston, for example adjacent or adjacent to a recess for the guide rod. In this case, the permanent magnet may have any shape, for example be formed with a sleeve surrounding the guide rod or radially inserted from the outside into a corresponding recess of the actuating piston immediately adjacent to the guide rod.

If the permanent magnet is inserted radially from the outside into the actuating piston, it is advantageous if the actuating piston has a sealing element in the direction of the axial adjusting movement of the actuating piston in front of and / or behind the permanent magnet. If in each case a sealing element is arranged both in front of and behind the permanent magnet, these sealing elements are responsible for sealing the region in which the permanent magnet is arranged, with respect to the passage of the actuating fluid from the working chambers.

To ensure reliable operation of the sensor and thus also of the vehicle door swivel drive, the sensor must be protected against environmental and operating conditions. Hereby, the sensor per se can provide the necessary protection while others Components of the vehicle door swivel drive can meet higher or lower protection requirements. The sensor may be purchased from a manufacturer of a vehicle door swivel drive as a purchased part from a third party, whereby the sensor can already guarantee the necessary protective functions. Also to reduce the cost of the purchased sensor, a sensor can be used in the vehicle door pivoting drive according to the invention, which has a first housing, which is assigned to a first IP protection class. Such IP protection classes or degrees are defined in standards such as DEN EN 60529 and DEN 40 050 for contact and foreign body protection (first code number) and water protection (second code number). In this case, said first IP protection class can be insufficient in itself for the use of the sensor in the vehicle door pivot drive and thus in the vehicle. According to this embodiment of the invention, the first housing of the sensor is arranged in a second housing, which has a second IP protection class, which is greater than the first IP protection class, namely an IP protection class corresponding to the vehicle door pivoting drive and the vehicle equipped therewith is appropriate. To name but a non-limiting example, the sensor can be assigned from the house of the protection class IP 30, while using the second housing a protection class IP 67 can be brought about.

In this case, said second housing may have a connection for an electrical interface, for example for a standardized electrical connector, wherein the connection also ensures the required IP protection class.

In a further embodiment of the invention, a pivoting of the drive member for pivoting the vehicle door takes place in a first adjusting range of the adjusting piston. In a second adjusting range, an axial adjusting movement of the drive member takes place in order to bring about a locking of the vehicle door, in particular by raising it. A control unit, which may be integrated in the vehicle door pivot drive, for example, can be attached to this, or is arranged externally of a housing of the vehicle door pivot drive is equipped with control logic. The control logic makes an evaluation of the measurement signal of the sensor to the effect whether the actuator piston is in the first or the second control range, so that the control logic can detect whether a pivoting of the vehicle door between the open position and the closed position takes place or the closed position is already reached and a locking of the vehicle door takes place. The same Of course, the same applies in the opposite direction, so that it can be recognized whether the vehicle door is unlocked or a movement from the closed position to the open position.

In a preferred embodiment, the second housing has a connection for an electrical interface, wherein this connection can form a standardized connection and can likewise ensure the aforementioned second IP protection class.

In a further embodiment of the invention takes place in a first adjusting range of the actuating piston pivoting of the drive member for pivoting the vehicle door, while in a second adjusting range of the actuating piston an axial adjusting movement of the drive member for bringing about a locking of the vehicle door. The vehicle door swivel drive is equipped with a control unit with control logic. Here, the control unit may be integrated in the vehicle door pivot drive, in particular be attached to a housing of the vehicle door pivot drive, or be arranged externally of the housing of the vehicle door pivot drive. The control logic of the control unit takes an evaluation of the measurement signal of the sensor before the effect whether the actuator piston is in the first or the second control range, so that in the control unit for further processing is known whether just a pivoting of the drive member and thus the vehicle door is or a axial adjusting movement of the drive member for locking or unlocking takes place.

A further solution of the object underlying the invention is given by a method for operating a vehicle door control with a fluidic vehicle door pivot drive of the type described above. While basically any use of the signal of the sensor is possible, a control is performed for this inventive method the fluidic loading of the vehicle door pivot drive using the measuring signal of the sensor. In this case, for example, the control objective may be to ensure a predetermined course of movement for an actuating movement of the actuating piston.

In a further embodiment of this method according to the invention, it is possible that, taking into account the measurement signal of the sensor, an error signal for an improper operation of the vehicle door control is determined. To give a non-limiting example, it can be detected with a control of the application of a working chamber on the measurement signal of the sensor for detecting the axial actuating movement of the actuating piston, whether an axial actuating movement of the actuating piston actually takes place. Is not this the case, can be detected on a fault, for example, as a result of leakage, a pressure drop in the fluid supply, a clogging of a channel u. Ä. Such an error can then be compensated by suitable control measures in the vehicle door control circuit and / or acoustically or optically signaled.

In a further embodiment of the method according to the invention, the presence of a resistance to the opening movement and / or the closing movement of the vehicle door is determined taking into account the measurement signal of the sensor for detecting the axial adjusting movement of the actuating piston. Again, by way of non-limiting example, for proper operation it may be recognized by pressure in a working chamber or supply line therewith whether there is a locking movement (or unlocking movement) with an axial actuating movement of the drive member or the vehicle door Here usually the pressures in the working chamber are larger. However, the same increase in pressure can also occur when an opening or closing movement of the vehicle door is obstructed away from the open or closed position, which can not be distinguished from the locking or unlocking movement when using a pressure sensor or pressure switch alone. By taking into account the measurement signal of the sensor, such a distinction can be made, whereby the reliability is increased and appropriate measures can be initiated by a control unit.

It is also possible that, as is the subject matter of a further embodiment of the method according to the invention, taking into account the measurement signal of the sensor, a regulation for an end position damping takes place. In this case, it is possible, for example, that it is detected by means of the sensor whether there is an approach to an end position. If this is the case, the damping for the admission of the working chambers to the fluid can be influenced by means of a suitable control unit and a valve or an adjustable throttle.

As mentioned above, the measuring signal of the sensor can correspond to a travel, an actuating speed or an actuating acceleration of the actuating piston. In a particular embodiment, for example, by a control unit or a suitable filter, from the measurement signal of the sensor both a travel and an adjustment speed determined. In this case, for example, the positioning speed can be generated by simple differentiation of the travel path after the time. The travel indicates where the actuator (and actuator piston) is currently located. On the other hand, about the positioning speed For example, influence on the cushioning be taken or with a determined on the basis of the actuating speed "jerk" can be deduced an error. Also possible is the determination of a travel from a measured actuating speed, in particular by integration of the measurement signal.

Another solution to the problem underlying the invention is given by a novel use of a special sensor type, namely a magnetostrictive sensor. While this is usually used in particular in rolling and steel mills as well as for level measurements in tanks, the invention proposes for the first time to use a magnetostrictive sensor in a vehicle door pivot drive for a bus or a train.

Advantageous developments of the invention will become apparent from the claims, the description and the drawings. The advantages of features and of combinations of several features mentioned in the introduction to the description are merely exemplary and can come into effect alternatively or cumulatively, without the advantages having to be achieved by embodiments according to the invention. Without thereby altering the subject matter of the appended claims, as regards the disclosure of the original application documents and the patent, further features can be found in the drawings, in particular the illustrated geometries and the relative dimensions of several components and their relative arrangement and operative connection. The combination of features of different embodiments of the invention or of features of different claims is also possible deviating from the chosen relationships of the claims and is hereby stimulated. This also applies to those features which are shown in separate drawings or are mentioned in their description. These features can also be combined with features of different claims. Likewise, in the claims listed features for further embodiments of the invention can be omitted.

BRIEF DESCRIPTION OF THE FIGURES

Fig. 1

zeigt einen Längsschnitt durch einen erfindungsgemäßen Fahrzeugtür-Schwenkantrieb.

Fig. 2

zeigt ein schematisches Blockschaltbild für ein erfindungsgemäßes Verfahren zum Betrieb einer Fahrzeugtür-Steuerung mit einem fluidischen Fahrzeugtür-Schwenkantrieb.

Fig.3

zeigt einen Längsschnitt durch eine weitere Ausführungsform eines erfindungsgemäßen Fahrzeugtür-Schwenkantriebs.

In the following the invention will be further explained and described with reference to preferred embodiments shown in the figures.

Fig. 1

shows a longitudinal section through a vehicle door pivoting drive according to the invention.

Fig. 2

shows a schematic block diagram of a method according to the invention for operating a vehicle door control with a fluidic vehicle door pivot drive.

Figure 3

shows a longitudinal section through a further embodiment of a vehicle door pivoting drive according to the invention.

DESCRIPTION OF THE FIGURES

Fig. 1 shows a vehicle door pivoting drive 1 according to the invention in a longitudinal section. The vehicle door pivot drive 1 has a main body 2 with a housing 3, which forms a working cylinder 4. The working cylinder 4 is formed with a circular disk-shaped bottom plate 5 and a circular disk-shaped cover plate 6 and a hollow cylindrical sleeve 7, which are arranged coaxially to a longitudinal axis 8 and are firmly connected to each other while sealing an interior 9. For this purpose, the end regions of the sleeve 7 each enclose with a suitable fit a collar 10, 11 of the bottom plate 5 and the cover plate 6 with interposition of sealing elements 12, 13 in the form of O-rings, which are received in annular grooves of the collar 10, 11.

The interior 9 of the working cylinder 4 is divided by a radially outwardly relative to the sleeve 7 sealed actuating piston 14 in working chambers 15, 16, wherein in the operating position according to Fig. 1 the volume of the working chamber 15 is minimal, since the actuating piston 14 rests against the bottom plate 5. This operating position correlates with a closed position of the vehicle door. If the actuating piston 14 is displaced upward while maximizing the volume of the working chamber 15 so that the actuating piston 14 comes into contact with the cover plate 6, the open position of the vehicle door is reached. By the working cylinder 4, here by the sleeve 7, the actuating piston 14 is guided in an axial direction of adjustment 17, ie along the longitudinal axis 8. A rotation of the actuating piston 14 about the longitudinal axis 8, however, is not possible. For this purpose, two guide rods 18, 19 extend through the working cylinder 4 and the inner space 9. The guide rods 18, 19 are oriented parallel to the longitudinal axis 8 and are located, seen in a cross section, at the same distance from the Longitudinal axis 8 on diametrically opposite positions. The guide rods 18, 19 have in the region of the interior 9 a cylindrical lateral surface. The guide rods 18, 19 are each firmly connected in one end region with the bottom plate 5 and in another end region with the cover plate 6. For the illustrated embodiment, the bottom plate 5 has two threaded holes into which the associated end portions of the guide rods 18, 19 are screwed. The cover plate 6 has two through holes 20, 21, through which the guide rods 18, 19 extend through into outer recesses 22, 23. In the region of the recess 22, 23, the guide rods 18, 19 each have an external thread, on which lock nuts 24th , 25 are screwed. In the manner of tie rods, tightening of the lock nuts 24, 25 can cause bracing of the guide rods 18, 19, whereby an axial clamping of the sleeve 7 takes place between the base plate 5 and the cover plate 6, so that an additional attachment between the base plate 5 and cover plate 6 on the sleeve 7 is not mandatory.

The adjusting piston 14 has in the region of its contact surface to the sleeve 7 on the working chambers 15, 16 facing sides in each case an annular groove in which sealing elements 26, 27 are accommodated, which ensure a seal against the sleeve 7, whereby a transfer of fluid between the Working chambers 15, 16 is prevented via the guide surface between the adjusting piston 14 and sleeve 7.

The guide rods 18, 19 extend with their cylindrical lateral surface through corresponding passage recesses 28, 29 of the actuating piston 14 therethrough. Between control piston 14 and guide rods 18, 19 are each plain bearing sleeves 30, 31 and in the axial direction between the plain bearing sleeves 30, 31, a sealing element 32, here an O-ring for sealing the working chambers 15, 16 against each other interposed.

Coaxially to the longitudinal axis 8, a drive member 33 extends through the interior 9. The drive member 33 is rotatably mounted both in the bottom plate 5 and in the cover plate 6, wherein in the bottom plate 5 and / or the cover plate 6 also an axial bearing of the drive member 33rd can be done. A drive pin 34 projects through the bottom plate 5 out of the housing 3. About the drive pin 34 of the drive member 33, the drive member 33 with other drive elements of the vehicle door, such as a rotary column, or directly the vehicle door, rotatably coupled to a rotation or Pivoting the drive member 33 to the vehicle door, possibly with a translation by an additional intermediate transmission to transfer. For the vehicle door pivot drive 1 according to Fig. 1 a pure pivoting of the drive member 33, wherein in the context of the present invention deviating, as explained in more detail, especially for locking or unlocking the vehicle door in a closed position and / or blocking a pivoting movement of the vehicle door, an axial movement of the drive member 33rd along the longitudinal axis 8 can take place. The bottom plate 5 has a passage recess 35. With the interposition of a scraper 36 and a collar bush 37, the drive member 33 is guided in the through-hole 35 of the bottom plate 5. The collar bush 37 is supported via a spacer 38, a damping disk 39 and a further spacer 40 on a shoulder 41 of the drive member 33. The damping disk 39 is rotatably coupled to the drive member 33 and has a circumferentially oriented slot. For pivotal positions of the drive member 33 away from the open position and the closed position, the slot is a connection for acting on the working chamber 15 completely free, while the end portions of the slot close to approach the open position or the closed position partially or increasingly with the introduction of a throttling for a Cushioning. With regard to further details of this type of embodiment of the end position damping is on DE 10 2006 031 447 B4 directed.

The cover plate 6 also has a passage recess 42 for supporting the drive member 33 without the drive member 33 passing through the cover plate 6. With the interposition of an axial support plate 43, an end face of the drive member 33 is supported on a bottom 44 of the passage recess 42. Here, too, a damping disk 46 is coupled in a rotationally fixed manner to the drive member 33, by way of which a cushioning for the fluidic admission of the working chamber 15 can be accomplished, as previously described is.

For a transferring the axial adjusting movement 47 into a pivoting movement 48 of the drive member 33. For the illustrated embodiment, the coupling mechanism 47 is formed as a spindle drive, as this is described in detail in the above-mentioned publications, which in addition to further Details are pointed out. To form the coupling mechanism 47 is the Drive member 33 in the interior 9 equipped with two screw threads 49, 50 which extend helically around the longitudinal axis 8. Rollers 51, 52 roll on the screw threads, which are rotatable about axes of rotation which are vertical to the plane of the drawing Fig. 1 are oriented, are mounted relative to the actuating piston 14. On the one hand, a compensation of the axial movement of the actuating piston 14 with respect to the non-axially moving drive member 33 with a rolling movement of the rollers can take place via the rollers 51, 52. On the other hand, allow the rollers 51, 52 via their line of contact with the screw flights 49, 50, a conversion of the axial adjusting movement 17 of the actuating piston 14 in a pivoting movement 48 of the drive member 33 between actuator piston 14 and drive member 33 is a guide sleeve 53 and sealing elements 54, 55 interposed, in order to avoid that a fluidic pressure equalization between the working chambers 15, 16 via the recess of the actuating piston 14, through which the drive member 33 is passed. The seal 54 has a non-circular inner contour, which corresponds to the outer contour of the drive member 33 with the coiled screw threads 49, 50, to allow a seal against the drive member 33. With regard to further details about the seal 54 and the attachment of the same via the guide sleeve 53 in the actuating piston 14 is on the above cited document DE 10 2007 025 375 B4 directed.

As a special feature, there is an additional sealing of the working chambers 15, 16 in the region of the end positions, ie the open position and the closed position, in order to support the sealing action of the seal 54 in these end regions. For this purpose, the drive member 33 has seen from the drive pin 34 before the start of the screw threads 49, 50 an annular groove with arranged therein sealing element 56 which comes to seal against an inner surface of the actuating piston 14 in the closed position. In the cover plate 6 associated end portion, the drive member 33 has an attached sealing sleeve 57. The sealing sleeve 57 has radially outboard an annular groove into which a sealing element 58 is inserted. If the actuating piston 14 reaches the region of the closed position, the sealing element 58 comes into contact with an inner surface of the guide sleeve 53 in order to ensure an additional seal.

The vehicle door pivot drive 1 is equipped with a sensor 59. The sensor 59 is formed with a permanent magnet 60, a waveguide 61, a transducer 62, and a terminal 76. The waveguide 61 is made of a magnetostrictive material. To give just a non-limiting example, here can be a tube from a Nickel-iron alloy can be used, through which a copper conductor is threaded. Alternatively, a nickel wire can be used. For the measuring process, a circular magnetic field is generated by a short current pulse through the copper conductor or the nickel wire, which is bundled due to soft magnetic properties of the waveguide 61 in this. The permanent magnet 60 serves as a position transmitter for the actuating piston 14. The magnetic field lines of the permanent magnet 60 extend at right angles to the circular magnetic field of the waveguide 61 and are bundled in the waveguide 61. In the region of the superimposition of the circular magnetic field of the waveguide 61 and the magnetic field lines of the permanent magnet 60, an elastic deformation by magnetostriction arises in the microregion of the crystal structure of the waveguide 61, producing a mechanical wave propagating on both sides. The current to the end of the waveguide 61 wave is damped away there, while the current to the converter 62 wave generated by reversing the magnetostrictive effect in the transducer an electrical measurement signal, which correlates with the position of the permanent magnet 60, so the adjusting piston 14. Alternative designs do not attenuate the signal in the direction of the end region of the waveguide 61 facing away from the transducer, but allow it to be reflected there. This can have the advantage that the reflected signal can be used for error analysis and temperature compensation.

A sensor 59 which can be used by way of example within the scope of the invention is an under the designation "Temposonics" (registered trademark), C series, basic sensor analog (measuring length 52-250 mm) of the company MTS Sensor Technology GmbH & Co. KG, 58513 Lüdenscheid, Germany distributed sensor.

The guide rod 19 has a central longitudinal bore, which is formed here as a blind hole 77, which extends to the bottom plate 5. In this blind hole 77, the waveguide 61 is arranged to form a slight radial mounting clearance, which, as in Fig. 1 can extend over the entire interior 9, but at least up to the position of the permanent magnet 60 in the in Fig. 1 effective closed position. The sensor 59 has a housing 63, into which the waveguide 61 enters in the region of an end face, while the connection 76 is provided in the region of the opposite end face. The housing ensures an IP protection class, in particular IP 30. The housing 63 is supplied with the sensor 59 and an integral part of the same. The housing 63 is arranged in a housing 64. The housing 64 is attached to the housing 3 and firmly connected thereto. For the in Fig. 1 illustrated Embodiment, the fixed connection is made by a transverse to the longitudinal axis of the sensor oriented grub screw 65. A sleeve-like approach of the housing 64 is receiving in a corresponding recess of the cover plate 6, wherein between approach and cover plate 6, a sealing element, here an O-ring, interposed for the purpose of sealing is. The housing 64 has a standardized or standardized connection 66 for a plug 67 for an electrical supply line and / or an output line of the sensor 59, these lines then being coupled to the terminal 76 of the sensor 59.

It is advantageous if the guide rod 19 is not magnetic. This can for example be made of an austenitic stainless steel, plastic or an alloy with a high nickel content. For example, the sensor 59 may generate an analog output signal in the range of 0.1-4.9V.

With the adjusting movement 17 of the adjusting piston 14, the permanent magnet 60 moves along the guide rod 19 and thus along the waveguide 61, so that the sensor 59 generates an output signal corresponding to the adjusting movement 17, which can be processed by a control unit. This control unit may be part of the sensor 59, be arranged in the base body 2 or be arranged externally and in addition to the evaluation of the signal further purposes this.

Fig. 2 shows a highly schematic block diagram for a method according to the invention for operating a vehicle door control with a fluidic vehicle door pivot drive 1:

In a method step 68 takes place, for example, via a hydraulic or pneumatic vehicle door control circuit according to the above-mentioned prior art, an admission of the working chambers 15, 16 of the vehicle door pivot drive 1 with a change in the pressure difference in the working chambers 15, 16th

In a method step 69, the measurement signal of the sensor 59 is detected and evaluated in the form of the determination of a travel X, that is to say a coordinate along the axial adjustment movement 17.

In a method step 70, a speed signal V for the actuating movement 17 is determined from the travel X, for example via a differentiation according to time or suitable filtering.

In method step 71, an error signal for improper operation of the vehicle door control is determined. In the simplest case, an error can be concluded if a pressure change is predetermined in method step 68, but it is determined in a method step 69 that there is no change in the adjustment path X or no sufficient change thereof. In this case, for example, the adjusting piston may be blocked or jammed, be clogged a fluidic line or have a leak. If the presence of a fault is determined in method step 71, suitable control measures can be taken automatically in order to counteract this error. Alternatively or additionally, an error signal can be generated optically or acoustically.

In a subsequent method step 72, it can be compared whether the adjusting movement 17 corresponds to a desired setting movement. For example, it can be checked whether a predetermined travel X and / or a predetermined actuating speed V are given at a given time. On the basis of this comparison, a regulation of the pressure conditions can then take place in that the vehicle door control circuit is then regulated again in the method step 68 that is carried out in such a way that there is a pressure change which should compensate for deviations determined in the comparison.

In a method step 73, it can be determined whether the vehicle door is approaching an end position, that is to say the open or closed position. For example, it can be determined whether the travel X corresponds to the travel for the open position or the closed position with a predetermined surrounding area around this position. If this is the case, the end position damping can be controlled or regulated, for example, by activating a throttle or by changing a throttle characteristic.

In a method step 74 it can be determined whether an obstacle blocks the opening or closing movement of the vehicle door. This can be detected automatically, for example, if in method step 68 a pressure difference is controlled, with which a change of the travel X or an adjustment speed V would occur, which then actually does not take place or to a reduced extent. Will such a Blocking or a resistance detected for the vehicle door, an appropriate control measure or regulatory action can be initiated. It is possible that the movement of the vehicle door is stopped, a pressure difference is eliminated or the direction of movement of the vehicle door is reversed.

A further method step 75 is carried out only when the drive member 33 executes a pure pivoting movement for a first axial adjusting movement 17 of the adjusting piston, while an axial adjusting movement of the drive member 33 is generated for a different range of the axial adjusting movement for the purpose of locking or unlocking the vehicle door. In this method step 75 it is checked whether the travel X is in the first-mentioned setting range, which can be used to detect that the vehicle door is being swiveled. If, on the other hand, it is detected that the travel X lies in the second setting range, it can be automatically detected that a locking or unlocking movement is being carried out. This is made possible in particular solely on the basis of the signal of the sensor 59, whereby, of course, additional signals from other sensors can additionally be taken into account or an adjusting speed V, which has been determined from the signal of the sensor 59. In addition, it is possible to check whether a travel X is reached which corresponds to an open or closed position and / or an unlocked position or a locked position.

It is understood that the aforementioned method steps 68-75 can be performed alternatively or cumulatively in any order. For performing the method steps, a control unit may be responsible, which is part of the vehicle door pivot drive 1, part of the sensor 59 or disposed elsewhere in the vehicle door control circuit.

Fig. 3 shows an embodiment of a vehicle door pivoting drive 1 according to the invention, in principle Fig. 1 equivalent. However, the sensor 59 is integrated in other ways. Also according to Fig. 3 the sensor 59 has a permanent magnet 60 arranged on the adjusting piston 14 as well as a waveguide 61 with a converter 62 and a connection 76 Fig. 1 However, the waveguide 61 is not integrated into the guide rod 18, but the waveguide 61, the transducer 62 and the terminal 76 belong to a mounted externally on the housing 3 or flanged sensor unit 78. The sensor unit 78 is to a sleeve 7th mounted rail 79, so that the sensor unit 78 is displaced in the axial direction and then with Screws 80, 81 can be fixed to the rail 79. The axial position of the sensor unit 78 is thereby preferably adjusted such that the waveguide 61 covers the region of the axial adjusting movement of the actuating piston 14 in the axial direction. The rail 79 may be formed integrally with the sleeve 7. The rail 79 may also be made separately from the sleeve 7 and secured to the sleeve 7.

It is understood that in addition to the described features, the embodiments of the vehicle door pivoting drive and / or the vehicle door control circuit described at the outset for the prior art can be used, without departing from the scope of the invention.

LIST OF REFERENCE NUMBERS

1

Vehicle door pivoting drive

2

body

3

casing

4

working cylinder

5

baseplate

6

cover plate

7

shell

8th

longitudinal axis

9

inner space

10

Federation

11

Federation

12

sealing element

13

sealing element

14

actuating piston

15

working chamber

16

working chamber

17

axial direction of adjustment

18

guide rod

19

guide rod

20

through recess

21

through recess

22

deepening

23

deepening

24

locknut

25

locknut

26

sealing element

27

sealing element

28

through recess

29

through recess

30

plain bearing sleeve

31

plain bearing sleeve

32

sealing element

33

drive member

34

drive journal

35

through recess

36

scraper

37

collar bushing

38

spacer

39

damping plate

40

spacer

41

paragraph

42

through recess

43

support disk

44

ground

45

radial bearings

46

damping plate

47

coupling mechanism

48

pivotal movement

49

screw thread

50

screw thread

51

role

52

role

53

guide sleeve

54

sealing element

55

sealing element

56

sealing element

57

sealing sleeve

58

sealing element

59

sensor

60

permanent magnet

61

waveguides

62

converter

63

casing

64

casing

65

grub screw

66

connection

67

plug

68

step

69

step

70

step

71

step

72

step

73

step

74

step

75

step

76

connection

77

Blind hole

78

sensor unit

79

rail

80

screw

81

screw

Claims (15)

Fluidic vehicle door swivel drive (1) with a) a working cylinder (4) and b) an actuating piston (14) which is guided in the working cylinder (4) for an axial adjusting movement in an axial adjusting direction (17) and c) a coupling mechanism (47), which converts the axial adjusting movement of the adjusting piston (14) into a pivoting movement (48) of a drive member (33),
characterized in that d) in the fluidic vehicle door pivot drive (1), a sensor (59) is integrated, which detects the axial adjusting movement of the actuating piston (14). Fluidic vehicle door pivoting drive (1) according to claim 1, characterized in that the sensor (59) is a non-contact sensor. Fluidic vehicle door pivoting drive (1) according to claim 2, characterized in that the non-contact sensor (59) is a magnetostrictive sensor. Fluidic vehicle door pivot drive (1) according to any one of the preceding claims, characterized in that the adjusting piston (14) via a guide rod (19) is secured against rotation and the sensor (59) is at least partially integrated in the guide rod (19). Fluidic vehicle door pivoting drive (1) according to one of the preceding claims, characterized in that in the adjusting piston (14), a permanent magnet (60) is integrated. Fluidic vehicle door pivoting drive (1) according to claim 5, characterized in that the permanent magnet (60) is radially inserted from the outside into the actuating piston (14) and in the direction of the axial adjusting movement of the actuating piston (14) before and / or behind the permanent magnet ( 60) of the adjusting piston (14) a sealing element (26, 27) is arranged. Fluidic vehicle door pivoting drive (1) according to any one of the preceding claims, characterized in that the sensor (59) with a first housing (63) is formed with a first IP protection class and the first housing (63) in a second housing (64 ) having a second IP protection class greater than the first IP protection class. Fluidic vehicle door pivot drive (1) according to claim 7, characterized in that the second housing (64) has a connection (66) for an electrical interface. Fluidic vehicle door pivoting drive (1) according to one of the preceding claims, characterized in that a) takes place in a first adjusting range of the adjusting piston (14) pivoting of the drive member (33) for pivoting the vehicle door and b) takes place in a second adjusting range an axial adjusting movement of the drive member (33) for bringing about a locking of the vehicle door, c) wherein a control unit is equipped with control logic, which performs an evaluation of the measurement signal of the sensor (59), whether the actuating piston (14) is located in the first or the second control range. Method for operating a vehicle door control with a fluidic vehicle door pivot drive (1) according to any one of the preceding claims, characterized in that a control of the fluidic loading of the vehicle door pivot drive (1) using the measurement signal of the sensor (59). A method according to claim 10, characterized in that , taking into account the measurement signal of the sensor (59) an error signal for improper operation of the vehicle door control is determined. A method according to claim 10 or 11, characterized in that taking into account the measurement signal of the sensor (59), the presence of a resistance to the opening movement and / or closing movement of the vehicle door is determined. Method according to one of claims 10 to 12, characterized in that taking into account the measurement signal of the sensor (59), a control or regulation for a cushioning takes place. Method according to one of claims 10 to 13, characterized in that from the measurement signal of the sensor (59) both a travel and an adjustment speed is determined. Use of a magnetostrictive sensor (59) in a vehicle door pivoting drive (1) for a bus or a train.

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