EP2820210A1 - Kraftfahrzeugschloss - Google Patents
KraftfahrzeugschlossInfo
- Publication number
- EP2820210A1 EP2820210A1 EP13709757.2A EP13709757A EP2820210A1 EP 2820210 A1 EP2820210 A1 EP 2820210A1 EP 13709757 A EP13709757 A EP 13709757A EP 2820210 A1 EP2820210 A1 EP 2820210A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- coil
- drive
- motor vehicle
- vehicle lock
- stator
- 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.)
- Withdrawn
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B81/00—Power-actuated vehicle locks
- E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
- E05B81/04—Electrical
- E05B81/06—Electrical using rotary motors
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B77/00—Vehicle locks characterised by special functions or purposes
- E05B77/22—Functions related to actuation of locks from the passenger compartment of the vehicle
- E05B77/24—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like
- E05B77/26—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like specially adapted for child safety
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B77/00—Vehicle locks characterised by special functions or purposes
- E05B77/22—Functions related to actuation of locks from the passenger compartment of the vehicle
- E05B77/24—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like
- E05B77/28—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like for anti-theft purposes, e.g. double-locking or super-locking
-
- 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
- E05B81/16—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on locking elements for locking or unlocking action
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B81/00—Power-actuated vehicle locks
- E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
- E05B81/32—Details of the actuator transmission
- E05B81/42—Cams
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K37/00—Motors with rotor rotating step by step and without interrupter or commutator driven by the rotor, e.g. stepping motors
- H02K37/10—Motors with rotor rotating step by step and without interrupter or commutator driven by the rotor, e.g. stepping motors of permanent magnet type
- H02K37/12—Motors with rotor rotating step by step and without interrupter or commutator driven by the rotor, e.g. stepping motors of permanent magnet type with stationary armatures and rotating magnets
- H02K37/14—Motors with rotor rotating step by step and without interrupter or commutator driven by the rotor, e.g. stepping motors of permanent magnet type with stationary armatures and rotating magnets with magnets rotating within the armatures
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B15/00—Other details of locks; Parts for engagement by bolts of fastening devices
- E05B15/04—Spring arrangements in locks
- E05B2015/0496—Springs actuated by cams or the like
-
- 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
- E05B81/90—Manual override in case of power failure
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T70/00—Locks
- Y10T70/70—Operating mechanism
- Y10T70/7051—Using a powered device [e.g., motor]
- Y10T70/7057—Permanent magnet
Definitions
- the invention relates to a motor vehicle lock according to the preamble of claim 1 and to a method for controlling such a motor vehicle lock according to the preamble of claim 20 and to a method according to the preamble of claim 26.
- the motor vehicle lock in question finds application in all types of closure elements of a motor vehicle. These include in particular side doors, rear doors, tailgates, trunk lids or hoods. In principle, these closure elements can also be designed in the manner of sliding doors.
- Today's motor vehicle locks are equipped with a whole range of functions that are motor-triggered by means of electric drives.
- the highest possible compactness of the drives is always a challenge.
- the known motor vehicle lock (DE 10 2008 012 563), from which the invention proceeds, has a drive for an adjustable functional element, which is designed in the manner of a direct drive.
- a disadvantage of the local direct drive is its low efficiency.
- the invention is based on the problem, the known motor vehicle lock in such a way and further develop that the efficiency of the local drive is increased.
- the proposed motor vehicle lock is equipped with an adjustable by an actuator axis actuator and a drive for adjusting this actuator, wherein the drive comprises a rotor formed by the actuator with a permanent magnet assembly and a stator with a
- CONFIRMATION COPY Coil arrangement comprising at least two coils and wherein the drive is designed in the manner of a direct drive.
- the stator is equipped with at least two poles, over which a magnetic field generated by the coil arrangement is guided.
- at least one pole of the stator extends up to a cross-sectionally substantially annular portion-shaped gap to the rotor zoom, the poles of the stator are magnetically coupled via a relative to the actuator axis to the rotor rotating guide assembly.
- the annular portion-shaped gap is aligned concentrically with the actuator axis.
- the proposed structural design leads in particular by the reduction of air gaps in the magnetic circuit to a high efficiency.
- the drive is constructed by its design as a direct drive of a few individual parts, so that not only the material costs, but also the wear is reduced.
- the actuating element is equipped as a control shaft, wherein in a variant, the permanent magnet assembly of the rotor formed by the control shaft is housed in or on a core cross-section of the control shaft.
- control shaft is used to set the functional states "locked”, “unlocked”, “anti-theft”, "locked-child-proof” and “unlocked-child-proof.” Adjusting the control shaft by means of the direct drive is particularly advantageous to this extent , as the different functional states largely arbitrary and can be approached in particular from largely arbitrary functional states out.
- the above-mentioned functional states of the motor vehicle lock relate to the possibility of opening a motor vehicle door or the like by means of an inside door handle and by means of an outside door handle. In the "locked” functional state, it can be opened from the inside, but not from the outside In the "unlocked” functional state, it can be opened from the inside as well as from the outside.
- An interesting feature of the proposed solution according to claim 12 is the fact that a stationary energization of the coil assembly can lead to magnetically stable drive positions of the control element.
- the term “magnetically stable” here means that the energization of the coil arrangement with the resulting magnetic field ensures that the actuating element is always driven back into this drive position during a deflection out of the respective drive position.
- the term “stationary energization” here means that the set current does not change in the time domain.
- the term "energization” is to be understood generally and includes both the application of an electrical voltage as well as the impressing of an electrical current in the coil arrangement, whereby the voltage or the current can also be pulsed or the like a stationary current in the above Sensing a constant voltage applied to the relevant part of the coil assembly.
- control element can be designed in one or more pieces.
- the actuating element is designed in several pieces and, in one variant, has a shaft section aligned with the actuating element axis, which is otherwise coupled, in particular connected, to the actuating element.
- this is particularly advantageous insofar as the drive-side part of the actuating element can be manufactured and mounted separately from the actuating element.
- the coupling between the sections of the adjusting element can be provided in a form-fitting, non-positive or cohesive manner. It is also conceivable that a detachable coupling is used here.
- the control device can be assigned to the motor vehicle lock or to a plurality of motor vehicle locks. It is also conceivable that the control device is part of a central control unit of the motor vehicle.
- the further proposed method is directed to the control of a motor vehicle lock, which in any case with an adjustable by an actuator axis control element and a drive for adjusting the control element equipped, wherein the drive comprises a rotor with a permanent magnet assembly and a stator with a coil assembly of at least two coils.
- the stator has at least two poles, over which a magnetic field generated by the coil arrangement is guided, that at least one pole of the stator reaches the rotor with the exception of a gap substantially annular in cross-section and the poles of the stator have a reference to FIG the actuator axis about the rotor rotating guide assembly are magnetically coupled.
- an electronic control device is provided with a logic unit that is energized to a signal of the logic unit towards the coil assembly and that for starting from at least two magnetically stable drive positions, the coils of the coil assembly to a signal of the logic unit out in a the respective drive position associated coil combination are energized in the respective drive position associated Bestromungsutter.
- Each drive position according to the further method is thus associated with a coil combination to be energized and a direction of the current supply.
- the term "energization of the coils in a coil combination” is to be understood here broadly and also includes the possibility of energizing a single coil of the coil assembly. Of particular importance is therefore that, in response to a signal from the logic unit of the control device, a predetermined coil combination is energized in a predetermined direction of current supply, so that the desired drive position is approached.
- the further method preferably serves to control a motor vehicle lock described above, wherein the design of the drive as a direct drive is advantageous, but not necessary. Incidentally, reference may be made to all versions of the proposed motor vehicle lock.
- Fig. 2 shows the drive of the motor vehicle lock according to FIG. 1 along the
- FIG. 3 shows a state diagram for the drive according to FIG. 2,
- FIG. 4 shows a drive circuit for the drive according to FIG. 2, FIG.
- Fig. 5 shows a preferred sonication of the coils of the coil assembly
- Fig. 6 shows a preferred embodiment of rotor shaft and permanent magnet assembly.
- the motor vehicle lock has an adjusting element 2 which can be adjusted about an actuating element axis 1 and a drive 3 for adjusting the actuating element 2.
- the drive 3 is used to set different functional states of the motor vehicle lock, which will be explained in detail below.
- Essential for the proposed teaching is initially the basic structural design of actuator 2 and drive 3.
- a synopsis of Fig. 1 and 2 shows that the drive 3 a rotor formed by the actuator 2 with a substantially cylindrical permanent magnet assembly 5 and a stator. 6 having a coil assembly 7 of at least two coils 8-1 1, here a total of four coils 8-11.
- the actuator 2 in the manner described above an integral part of the drive 3, namely the rotor 4 of the drive 3, the drive 3 is designed in the manner of a direct drive.
- the stator 6 has at least two poles 12-15, in this case a total of four poles 12-15, over which a magnetic field generated by the coil arrangement 7 is guided.
- the poles 12-15 of the stator 6 are each surrounded by a coil 8-1 1.
- the coils 8-1 1 are preferably designed as self-supporting coils which are plugged onto the poles 12-15 of the stator 6. Such self-supporting coils are wound on a spool of plastic o. The like., So that they can be easily put on the corresponding pole 12-15 of the stator 6.
- all poles 12-15 of the stator 6 extend to the rotor 4, except for a gap 16, which is essentially annular in cross section.
- the cross-section is a cross-section perpendicular to the actuator axis 1.
- the substantially annular portion-shaped gap 16 extends concentrically to the actuator axis 1, as the illustration in FIG. 2 can be removed.
- the poles 12-15 of the stator 6 run radially relative to the actuator axis 1 to the rotor 4. They are magnetically coupled via a relative to the actuator axis 1 to the rotor 4 rotating guide assembly 17. As seen in cross-section perpendicular to the actuator axis 1, here the guide arrangement 17 encloses the rotor 4 (FIG. 2).
- the substantially annular portion-shaped gap 16 and the rotating guide assembly 17 is a particularly low-loss overall arrangement can be achieved, in particular by a scattering of the magnetic field is reduced to a minimum ,
- the width of the annular gap 16 can be easily reduced to values below 0.5 mm.
- the substantially ring-section-shaped gap 16 does not have to be ideally ring-shaped. It is also conceivable that the width of the annular portion-shaped gap 16 changes over its course.
- the permanent magnet assembly 5 is diametrically magnetized relative to the actuator axis 1, as the illustration in FIG. 2 can be removed.
- the guide arrangement 17 is designed such that it ensures a closed magnetic closure between the poles 12-15 of the stator 6.
- the guide arrangement 17 comprises at least one perpendicular to the actuator axis 1 aligned stator plate 18.
- a synopsis of Fig. 1 and 2 shows that here and preferably a plurality of adjacent stator plates 18 are provided which are assembled into a stator core. The realization of several adjacent stator plates 18 is u. a. used in the field of commutated DC motors to reduce the eddy current losses resulting from high commutation frequencies.
- the stator plates 18 are regularly formed particularly thin.
- stator plates 18 can be configured correspondingly thick. Basically, the thickness of the stator plates 18 may be in the order of the width of the coils 8-11. In that regard, the term "sheet metal" is to be interpreted broadly. It is even conceivable that the entire guide assembly 17 consists of a one-piece, magnetically conductive material.
- Other materials are conceivable.
- control element 2 is designed as a control shaft with at least one axial control section 19 for discharging control movements. It has been recognized here that such a control shaft 2 can be used in a particularly advantageous manner as part of a direct drive 3 application.
- the control shaft 2 has a core cross-section 20 which extends over the entire control shaft 2 and are arranged on the control elements 21 such as control cams or the like.
- the permanent magnet assembly 5 is here and preferably on the Core cross-section 20 of the control shaft 2 housed. In principle, it is also conceivable that the permanent magnet arrangement 5 is accommodated in the core cross-section 20 of the control shaft 2.
- the permanent magnet arrangement 5 has at least one hard ferrite magnet and / or at least one rare earth magnet and / or at least one magnet-bonded magnet.
- the actuator 2, in particular the control shaft 2, with appropriate design also be magnetized itself and form the permanent magnet assembly 5 accordingly. This is possible, for example, if the adjusting element 2 in any case partially, preferably completely, consists of a material above, in particular of a magnetizable plastic material.
- the drive 3 is used to set various functional states of the motor vehicle lock.
- the motor vehicle lock initially has a lock mechanism 22 which can be brought into different functional states such as “locked”, “unlocked”, “anti-theft”, “locked-child-proof” and “unlocked-child-proofed.”
- These functional states are also referred to as “lock “or” L “,” unlock “or” UL “,” double lock “or” DL “,” lock-child lock “or” L-CL “and” unlock-child lock “or” UL lock ".
- the meaning of these functional states for the possibility of opening the motor vehicle door or the like from inside and outside has been explained in the general part of the description.
- an adjustable functional element 23 is here and preferably provided, wherein the control shaft 2 is in drive-technical engagement with the functional element 23 or can be brought. It is also conceivable that the control shaft 2 itself is a component of the functional element 23.
- the functional element 23 is supported on the control section 19 of the control shaft 2.
- the functional element 23 is adjusted substantially perpendicular to the actuator axis 1, as shown in Fig. 1 by the movement arrow 24 and by the dashed representation of the functional element 23.
- the control shaft 2 can now be brought into at least two control positions, here and preferably in a total of five control positions, by means of the drive 3 in order to lock the functional states of the motor vehicle lock, here the functional states "locked”, “unlocked”, “anti-theft", “locked”. child-resistant "and” unlocked-child-proofed ".
- the functional element 23 is designed as a wire and in different functional positions along the movement arrow 24 is deflectable.
- the functional element 23 is designed as a strip.
- the functional element 23 is designed as a resilient wire or strip and is bendable as a bending functional element in the different functional positions.
- the functional element 23 In the functional state "unlocked", the functional element 23 is in its lower position shown in solid line in Fig. 1.
- the functional element 23 is in the range of movement of an internal operating lever 25 which is coupled to a door inner handle and in the range of movement of an external operating lever 26 with
- An adjustment of the inner actuating lever 25 or of the outer actuating lever 26 in the direction of the movement arrow 27 results in the functional element 23 following the movement of the respective lever 25, 26 perpendicular to its extent, to the pawl 28 only indicated in FIG and this in turn takes in and out in the direction of the movement arrow 27.
- the functional element 23 is in the position shown in dashed lines in Fig. 1.
- An adjustment of the inner actuating lever 25 in the direction of the movement arrow 27 thus has no effect on the functional element 23 and the pawl 28th
- the functional element 23 is, however, unchanged in the range of movement of the outer actuating lever 26, so that a lifting of the pawl 28 and thus opening the vehicle door via the external operating lever 26 and thus on the outside door handle is possible.
- the design of the coil arrangement 7, in particular the design and arrangement of the coils 8-1 1, is of particular importance in the present case.
- the coil assembly 7 at least two, here exactly two pairs of coils 8, 9; 10, 1 1, which are driven in pairs accordingly.
- the two coils 8, 9; 10, 1 1 of a coil pair here and preferably electrically connected in series and form in pairs the two winding packages WP1, WP2 (Fig. 4).
- the illustrated motor vehicle lock has a symmetrical relative to the actuator axis 1 arrangement of the coils 8-11 proven.
- the two coils 8, 9; 10, 11 of a pair of spools relative to the actuator axis 1 diametrically opposite, wherein the coil axes 30, 31 of the two opposing coils 8, 9; 10, 11 are aligned and thus identical.
- This can produce a substantially homogeneous magnetic field, wherein the coils 8, 9; 10, 1 1 provide as it were the magnetic poles associated with this magnetic field.
- the magnetic poles being indicated in each case as "plus” and "minus".
- FIGS. 2 and 3 A synopsis of FIGS. 2 and 3 shows that the two coil pairs 8, 9; 10, 11 are aligned orthogonal to each other. This means that the pairs of identical coil axes 30, 31 are aligned perpendicular to each other.
- an above orthogonal alignment need not necessarily be provided. Rather, it may be that the common coil axes 30, 31 include an angle different from 90 °. It may even be advantageous that the individual coils 8-11 are not arranged diametrically opposite one another and are arranged unevenly around the actuating element axis 1.
- the coil arrangement 7 can thus be adapted individually to the respective structural boundary conditions.
- the energization of the coil arrangement 7, which is still to be explained, can be realized in a particularly simple manner by virtue of the fact that each pair of coils 8, 9; 10, 11, so each winding package WPl, WP2, a driver circuit 32, 33 is assigned, as shown in Fig. 4.
- the driver circuits 32, 33 are here and preferably designed in each case as an H-bridge circuit, wherein the H-bridge circuits 32, 33 each have two half-bridges 32a, 32b, 33a, 33b, which are each coupled to one another via a bridge branch 32c, 33c, wherein the respective coil pair 8, 9; 10, 1 1, that is, the respective winding package WPl, WP2 is connected in the respective bridge branch 32c, 33c.
- the two H-bridge circuits 32, 33 of two coil pairs, 8, 9; 10, 11 share a common half bridge 32b, 33a.
- the switches S1-S6 are regularly configured as a semiconductor switch.
- Corresponding bridge modules are available as integrated semiconductor devices.
- the proposed drive 3 is not designed primarily as a rotary drive, which performs a plurality of revolutions for adjusting the control element 2. Rather, the drive 3 is a type of stepping motor that selectively approaches a predetermined number of positions. It can be provided that the drive 3 does not perform more than one revolution. It is also conceivable that the drive 3 is configured free-rotating so that it can perform step by step any number of revolutions.
- the energization is merely switched on and not regulated with regard to a specific sequence of movements or the like. that during energization the actuator 2 always urges in the appropriate drive position. This means that a start of the drive positions that correspond to the corresponding control positions of the actuating element 2, without the need for an end stop o. The like. Can be done. This reduces wear and noise and simplifies the mechanical design.
- two different energization variants are provided depending on the desired drive position.
- at least one magnetic stable drive position of the actuating element 2 by the stationary energization of a single coil pair 8, 9; 10, 11 can be produced. This is the case according to FIG. 3 in the case of the functional states "locked”, “unlocked” and “unlocked-child-proof”.
- at least one further magnetically stable drive position of the actuating element 2 the simultaneous stationary energization of two coil pairs 8, 9; 10, 1 1 provided. This is the case in FIG. 3 for the functional states "anti-theft" and "locked-child-proof".
- the drive 3 in particular with the control circuit shown in Fig. 4 in dependence on the respective displacement away between two drive positions provides a different drive torque.
- more drive torque is available than between a 90 ° position and a 45 ° position.
- This knowledge can be used in the design of the motor vehicle lock, so that the constructive boundary conditions are optimally adapted to the behavior of the drive 3, taking into account that for the adjustment of the actuating element 2 in response to the respective adjustment path between two drive positions, a different mechanical counter-torque to overcome.
- the drive 3 provides a higher drive torque for the adjustment path with the higher counter torque and a lower drive torque for the adjustment path with the smaller counter torque.
- an overall arrangement can be achieved in which any oversizing of the drive 3 is reduced or eliminated.
- the above counter-moment can be justified quite differently. It may be due to friction, detent springs, the resilient functional element 23 o. The like.
- the functional state "unlocked” can be achieved by the stationary energization of the coil pair 8, 9, in that only the switches S 1 and S 4 are closed in Fig. 4.
- the transfer to the functional state "locked” is effected by the stationary energization of the coil pair 10, 1 1 by closing exclusively the switches S4 and S5 in FIG. 4.
- the further transfer into the functional state "anti-theft” is effected by energizing both coil pairs 8, 9, 10, 11, namely by closing only the switches S5 and S2 in FIG.
- each of the drive positions shown in FIG. 3 it is possible for each of the drive positions shown in FIG. 3 to be approached solely by the energization of the coil arrangement 1 assigned to this drive position. It is also conceivable, however, that at least one intermediate drive position is to be approached for achieving a desired drive position. This is the case, in particular, if a minimum dimensioning of the coil arrangement 7 is provided such that the drive torque is insufficient for "skipping" an intermediate drive position, for example, it could be that from the functional state "unlocked” into the functional state "anti-theft". in FIG. 3, the current status of the "anti-theft" associated energization of the coil assembly 7 is not sufficient to achieve the desired drive position. In such a case, it is proposed that the function state "unlocked” initially the functional state “locked” and then the functional state "anti-theft" to approach.
- the above-described method is claimed as such for driving a proposed motor vehicle lock.
- Essential to this method is that the coil assembly 7 different stationary for the start of at least two magnetically stable drive positions of the control element 2 is energized.
- the control of the proposed motor vehicle lock relevant embodiments may be referenced.
- the proposed drive 3 is advantageous in terms of a compact design, as explained above, only a single drive for numerous functional states is required and because the design as a direct drive inevitably leads to low space requirements.
- the adjusting element 2 can be designed in one or more pieces.
- the control element 2 is designed in several pieces. Examples For example, an above-mentioned control section 19 as a separate part, which is coupled to the actuator 2, moreover, in particular, be connected, be configured.
- the adjusting element 2 has at least two mutually coupled, here and preferably interconnected, aligned to the actuator axis 1 shaft sections.
- an electronic control device is provided with a logic unit, wherein the coil assembly 7 can be energized for starting various drive positions by means of the logic unit of the electronic control device.
- the logic unit is preferably configured programmable.
- the logic unit includes a microprocessor that is programmable accordingly.
- the logic unit of the control device for starting each drive position controls one of the respective drive position associated with energization of the coil assembly.
- At least part of the electronic control device is designed as a separate unit, preferably with its own housing, which is otherwise electrically coupled to the motor vehicle lock.
- a proposed control device would actuate the switches S1-S6 in a predetermined manner.
- the control device can, as explained above, be assigned to a motor vehicle lock or to a plurality of motor vehicle mechanics. It is also conceivable that the control device is part of a higher-level control unit of the motor vehicle.
- the electronic control device is preferably designed to be programmable, it is possible to map largely any logical combinations and to change them comparatively easily.
- Another advantage of using an above control device is the possibility of controlling the current flow time by means of the control device. particular to the respective planned adjustment.
- the energization of the coil assembly 7 is made for a longer energizing time than is required for the achievement of the respective drive position. This is appropriate, since at higher adjustment speeds it must be expected that the respective drive position of the actuating element 2 will be overrun at first and only then a "swinging in" to the respective drive position will take place 7 in the adjustment of the control element 2 controls.
- FIG. 5 a special circuit of the coil arrangement 7 has proven particularly advantageous, which is illustrated in FIG. 5.
- the associated driver circuit is not shown here.
- Essential in the circuit shown in Fig. 5 is the fact that, since two coil pairs 8, 9; 10, 1 1 as explained above, are provided, whose respective coils 8-10 are connected in series. This is done via the interconnection of the coil terminals 8a and 9a and the coil terminals 10a and I Ia. This is basically four free coil terminals 8b, 9b, 10b, l Ib for energizing available.
- the assembly of the permanent magnet arrangement 5 is of very particular importance.
- the permanent magnet arrangement 5 has a positive fit a rotor shaft 4a of the rotor 4, which is here and preferably formed by a separate shaft portion of the control shaft 2 is arranged. This positive fit is provided with respect to a rotation of the permanent magnet arrangement 5 relative to the rotor shaft 4a.
- at least one, here and preferably along the rotor shaft 4a extending formation 37 is preferably provided.
- the shaping 37 is a groove which engages in a form-fitting manner with a corresponding web 38.
- the shaping 37 can also be a web which engages positively with a corresponding groove.
- the permanent magnet arrangement 5 is configured as a hollow cylinder, with the formation 37 extending on the inside of the hollow cylinder.
- two protrusions 37, arranged opposite one another, are provided here and preferably in relation to the rotor shaft 4a.
- the formations 37 advantageously lie in a plane which is perpendicular to the magnetic parting plane of the permanent magnet arrangement 5.
- the dividing plane separates the two poles of the here and preferably diametrically magnetized permanent magnet arrangement.
- interesting in the embodiment shown in Fig. 6 is still the fact that the actuator 2 is here in any case designed in two parts and is connected via a coupling portion 39 with the actuator 2 in the rest.
- the rotor shaft 4a is equipped with a latching lug 40, which engages behind the permanent magnet arrangement 5 mounted on the rotor shaft 4a, so that the permanent magnet arrangement 5 is secured in the axial direction against being pulled off.
- the proposed arrangement opens up new possibilities for monitoring the operating state, in particular the position of the rotor 4.
- the magnetic field of the permanent magnet assembly 5 we detected and that the operating state, here and preferably the position of the rotor 4 is determined from the sensor readings of the sensor device.
- the sensor device may be, for example, a Hall sensor, an MR sensor or the like.
- a second preferred variant consists in measuring, by means of a measuring device, the voltage induced in the coil arrangement 7 by the relative movement between the permanent magnet arrangement 5 and the coil arrangement 7 and, more preferably, from the measured values, the operating condition, here and preferably the position of the rotor 4, is determined.
- the term "determination of the operating state of the rotor 4" is to be understood widely in the present case and also includes information which, for example, together with the data of a separate sensor, for example a rotary sensor, enables a plausibility check.
- the drive 3 of the proposed motor vehicle lock can be operated with an easily realizable, stationary energization in the above sense.
- other types of energization in particular a current flow regulated in relation to a predetermined sequence of movements or the like, preferably with the aid of sensor measured values, are used.
- a method for controlling a motor vehicle lock in particular an above proposed motor vehicle lock claimed.
- the motor vehicle lock to be actuated is equipped with an adjusting element 2 which can be adjusted about an actuating element axis 1 and a drive 3 for adjusting the actuating element 2, wherein the drive 3 comprises a rotor 4 with a permanent magnet arrangement 5 and a stator 6 with a coil arrangement 7 comprising at least two coils 8-1 1 has.
- an electronic control device is provided with a logic unit that is responsive to a signal of the logic unit. unit is energized to the coil assembly 7 and that for starting from at least two magnetically stable drive positions, the coils 8- 1 1 of the coil assembly 7 are energized in response to a signal of the logic unit in a respective drive position associated coil combination in the respective drive position associated Bestromungsraum.
- the motor vehicle lock is preferably a motor vehicle lock described above, the design of the drive 3 as a direct drive being advantageous but not necessary. In that regard, reference may be made in particular with regard to preferred variants to the above statements.
- At least part of the electronic control device is designed as a separate unit, preferably with its own housing, which is otherwise electrically coupled to the motor vehicle lock.
- the control device also serves to specify the energization times for the coils 8-1 1, as already indicated above. Specifically, it is preferable that, for starting at least two magnetically stable drive positions, the coils 8-1 of the coil arrangement 7 are energized for a predetermined energizing time in response to the signal of the logic unit of an electronic control device, preferably that the energization time is less than 500 ms, preferably less than 100ms.
- the proposed motor vehicle lock is equipped in a particularly preferred embodiment with a housing that receives at least a portion of the components of the motor vehicle, preferably at least the actuator and the drive, and at least partially encapsulates.
- a housing that receives at least a portion of the components of the motor vehicle, preferably at least the actuator and the drive, and at least partially encapsulates.
- only one carrier is provided for the individual components of the motor vehicle lock.
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Health & Medical Sciences (AREA)
- Child & Adolescent Psychology (AREA)
- Lock And Its Accessories (AREA)
- Permanent Magnet Type Synchronous Machine (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE201210003698 DE102012003698A1 (de) | 2012-02-28 | 2012-02-28 | Kraftfahrzeugschloss |
PCT/EP2013/000585 WO2013127531A1 (de) | 2012-02-28 | 2013-02-28 | Kraftfahrzeugschloss |
Publications (1)
Publication Number | Publication Date |
---|---|
EP2820210A1 true EP2820210A1 (de) | 2015-01-07 |
Family
ID=47891576
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP13709757.2A Withdrawn EP2820210A1 (de) | 2012-02-28 | 2013-02-28 | Kraftfahrzeugschloss |
Country Status (6)
Country | Link |
---|---|
US (1) | US20150027177A1 (de) |
EP (1) | EP2820210A1 (de) |
JP (1) | JP6151283B2 (de) |
CN (1) | CN104541009B (de) |
DE (1) | DE102012003698A1 (de) |
WO (1) | WO2013127531A1 (de) |
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EP2843167A3 (de) * | 2013-08-27 | 2015-12-16 | Brose Schliesssysteme GmbH & Co. KG | Verfahren zur Ansteuerung eines Kraftfahrzeugschlosses |
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DE102014104076A1 (de) * | 2014-03-25 | 2015-10-01 | BROSE SCHLIEßSYSTEME GMBH & CO. KG | Kraftfahrzeugschloss |
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DE202015100809U1 (de) | 2015-02-19 | 2016-05-27 | BROSE SCHLIEßSYSTEME GMBH & CO. KG | Kraftfahrzeugschloss |
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- 2013-02-28 US US14/381,500 patent/US20150027177A1/en not_active Abandoned
- 2013-02-28 CN CN201380011438.3A patent/CN104541009B/zh not_active Expired - Fee Related
- 2013-02-28 JP JP2014559126A patent/JP6151283B2/ja not_active Expired - Fee Related
- 2013-02-28 EP EP13709757.2A patent/EP2820210A1/de not_active Withdrawn
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Also Published As
Publication number | Publication date |
---|---|
DE102012003698A1 (de) | 2013-08-29 |
CN104541009A (zh) | 2015-04-22 |
JP6151283B2 (ja) | 2017-06-21 |
US20150027177A1 (en) | 2015-01-29 |
CN104541009B (zh) | 2017-03-08 |
JP2015514887A (ja) | 2015-05-21 |
WO2013127531A1 (de) | 2013-09-06 |
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