EP2952660B1 - Final closing device for motor vehicle doors - Google Patents

Description

The invention relates to a closing device for supporting the closing operation of a motor vehicle door, in particular a sliding door according to the preamble of claim 1, a motor vehicle (motor vehicle) according to the preamble of claim 13 and a retrofitting method according to the preamble of claim 14. From the prior art are known Cinching devices for car doors. They are intended to prevent car doors from being slammed shut in order to achieve reliable and complete closure of the car door. Rather, a defined movement should cause the car door to close. Such a device according to the preamble of claim 1 is for example from the US 4 707 007 A or the US 5 172 947 A known.

The object of the invention is to propose a closing device, which allows flexible use, especially in sliding and large doors and allows a space-saving design.

The object is achieved, starting from a closing device, a motor vehicle or a retrofitting method of the type mentioned, by the characterizing features of claims 1, 14 and 15.

The measures mentioned in the dependent claims advantageous embodiments and modifications of the invention are possible.

Accordingly, the closing device according to the invention of supporting the closing of a motor vehicle door, in particular a sliding door, as used for example in a minibus or van, a caravan, a caravan, a camping vehicle, a van or the like. With the closing device according to the invention, the motor vehicle door can be pulled into a closed door position on the motor vehicle. For this purpose, the closing device according to the invention comprises at least one translationally movable mounted locking element, which is designed to cooperate with a lock unit of the motor vehicle door, wherein the lock unit and the closing element can be mechanically coupled or decoupled. The closing element can be, for example, a movably mounted bar, at the end of which a hook-like or loop-like element, a so-called closing bar, is mounted, into which the lock unit can hook. In this way, for example, the interaction of lock unit and closing unit can be accomplished by both of them can be mechanically coupled or decoupled in this way.

The translational movement of the closing element is achieved by a drive device. A translational movement of the closing element in the sense of the invention means that all points of the closing element undergo the same displacement during the movement and their corresponding trajectories run parallel to one another.

To control the movement of the closing element, a cam is provided. This cam is connected to the drive device, so that by the drive of the drive device, the cam can perform a rotational movement. The closing element, in turn, is coupled to the cam in the case of the closing device according to the invention. By this coupling, a force can be transmitted from the cam to the closing element, wherein the rotational movement of the cam is converted into a translation of the closing element. The translational drive of the closing element is thus realized in total by the drive device via the cam and its movement transmission to the closing element. The closing device according to the invention is characterized in that the outer edge of the cam is formed spirally, so that the radial distance of the axis of rotation of the cam towards the outer edge increases substantially constantly, the spiral angularly after the largest distance radially to the axis of rotation out a cutout has, so that there is an edge in the course of the outer edge of the cam, which decreases the radial distance of the outer edge to the axis of rotation of the cam leaps and bounds.

In addition, in one embodiment of the invention, the cam is adapted to allow a coating of the vehicle door against the seals of the motor vehicle door and / or the door opening on the intended closing position in operation, to achieve a locking engagement, preferably an additional lock, can reach , Especially large doors and sliding doors usually have several lock devices for safety reasons. Such additional locking may be provided for example in the upper corner of a door opening in the direction of, for example, a sliding door is moved, while the otherwise usual position of the lock device is located rather centrally. The locking with the at least two locks but requires that the vehicle door is tightened and not only moved to the closed normal position. Rather, it is also necessary to "coat" the door a little so that full engagement takes place at least at two points. For example, it may be sufficient to push the motor vehicle door several millimeters toward the interior of the vehicle compartment, that is to say in the direction of the door opening or against the seals of the motor vehicle door. This embodiment of the closing device achieved this via a gearbox with the corresponding cam. The cam disc offers an alternative gearbox option that allows precise movement.

In particular, however, this embodiment of the invention can be used much more flexible, since a corresponding coating of the door is made possible.

In an advantageous embodiment of the invention, the cam is applied to a stop attached to the closing element. This measure makes it possible for the closing element itself to be exposed to less wear. In addition, can be done by the stop better adaptation to geometric conditions. As a stop can also serve, for example, a bolt which is attached to the closing element. The stop may abut, for example, on the outer edge of the cam or be guided in a groove of the cam.

In a further development of the invention, in turn, the stop is rotatably mounted on the closing element. As a result, in particular the friction and wear can be significantly reduced again. In addition, this measure contributes to the fact that the gear with the cam can be operated much quieter. Such a stop can for example be realized that a bolt is attached to the closing element, and the bolt is surrounded on its lateral surface by a ring or the like, which is rotatably mounted on the bolt and thus on the closing element. This ring can then, for example, roll on the cam or be performed in the groove of a cam.

In principle, the guidance of the movement of the closing element can be realized in various ways. In one embodiment of the invention, the closing element may itself have a guide device for guiding its translatory movement. In general, this will a compact design allows. However, it is also possible to use a part of the closing device that is decoupled from the movement of the closing element, for example a housing, in such a way that the guide device is integrated there. The closing element in turn can be guided at least by a stop or a guided element, wherein the guided element can also comprise any part of the closing element. On the one hand, this provides an alternative to the guide directly on the closing element itself. In addition, this variant can lead to a particularly high mechanical stability.

It is also conceivable that both a guide device is attached to the closing element, as well as that a further guide to a decoupled from the movement part, such as a housing, is attached. In principle, such a guide device may be formed approximately as a slot. If the guide device is arranged directly on the closing element, for example, the axis of rotation can be guided in a slot attached to or in the closing element.

It is also conceivable, such an arrangement in which, for example, the axis of rotation of the cam is guided by a slot or other guide means in the closing element, which may be advantageous for reasons of space and for the purpose of a compact design. In this case, the guide can be provided with sufficient clearance, so that no or as little friction as possible.

A mechanically particularly stable guide and beyond an alternative to the guide on the closing element can be achieved in that a decoupled from the movement of the closing element part of the closing device, for example a housing is equipped with the corresponding guide device. The guide device is then located in a stationary part of the closing device. Again, a training in the form of a slot is conceivable.

Particularly suitable is a development of the invention for retrofitting the closing device in a motor vehicle, in which the guide device is designed to be adjustable. If the guide device is formed as a slot in this development, this can either be made adjustable in terms of their length by the slot in the general device is usually designed to be longer than is actually needed and then shortened by attaching limiting components in its length , Alternatively or additionally, however, the slot can also be made adjustable in terms of its position, that is, the guide means can be moved mechanically in the direction of the slot. These measures serve to make the mechanical door stop or the travel limit adjustable depending on the design of the vehicle and the conditions of the door to be locked. Especially for different types of doors this allows retrofitting a particularly flexible use and adaptation to different vehicle types and manufacturing tolerances.

In addition, even more adjustment options are conceivable. The detection of the position can be determined for example via the drive device. For this purpose, for example, a Hall sensor can be used, with the changes in the magnetic field during the rotational movement of the drive via changed voltage values that can be tapped at the output of the Hall sensor, are detected. Each of these changes corresponds to one revolution of the drive so that the position can be determined in this way. With the help of such a sensor, wherein the embodiment with a Hall sensor is merely an example and also other sensors for position detection basically come into consideration, the starting and ending position can be determined for an optimally adapted use of the closing device. These values can be measured immediately after installation of the closing device in a first learning run and, for example, in the electronics unit (for example a microcontroller) of the control unit of the closing unit (for its control and / or regulation) for future journeys stored and deposited.

The tuning of the built-in Zuzieheinheit in terms of traversing can be done specifically for each vehicle, that is, the required paths are determined directly in the installed state and adjusted by the controller. By this adjustment and flexible design of Zuzieheinheit the large tolerance chains (vehicle-mounted and installation tolerances) for each vehicle are compensated. In a particularly advantageous manner, a wireless connection (for example, Bluetooth) to the control unit / to the control unit can be constructed so that the programming can be done during the training phase via mobile phone, smartphone, tablet PC or the like. This allows a particularly easy configuration in virtually any location.

The conversion of the rotational movement into a translational movement takes place in a closing device according to the invention via the cam, so that the acceleration or speed of the closing element in the translational movement is essentially determined by the design of the outer edge of the cam. According to the invention, the outer edge of the cam is formed spirally, so that the radial distance of the axis of rotation of the cam to the outer edge substantially constantly increases, that is, the guided element on the closing element during the rotational movement from the minimum radial distance to the axis of rotation of the cam to the maximum distance is always further deflected or shifted with respect to the translational movement of the closing element. The spiral has (angularly) following the largest distance radially to the axis of rotation out a cutout, that is, in the course of the outer edge of the cam there is an edge that decreases the radial distance of the outer edge to the axis of rotation of the cam leaps and bounds (or reverse direction would increase).

This free cut does not necessarily have to be from the rotation be run over. This would cause the closure member to be retrieved jerkily. However, since the closing device or the closing element are preloaded with a certain force on a regular basis, this would in most cases lead to violent mechanical impacts, which should be regularly avoided accordingly. In a further development of the invention, however, an optimal adaptation to the closing mechanism of the door can be carried out by the design of the outer edge. In addition, an optimal force on the door can be achieved.

In a particularly preferred embodiment of the invention, the drive of the closing element can be divided into three phases. In the first phase, at the beginning of the closing element is not yet extended, a rapid movement of the closing element can take place. In this first angular range on the cam, the outside area is comparatively "bulbous", i. Thus, there is a rapid increase in the radial distance from the axis of rotation to the outer edge of the cam. After the door has been opened, the closing element is extended in this first phase, for example, in order to "pick it up and catch it" during the subsequent closing operation of the door, i. the lock unit of the door locks into the striker.

In a second phase, the speed of the closing element is decelerated by the increase in the distance from the axis of rotation to the outer edge no longer increases so much. In this phase, the door can reach a position in which it completely closes the door opening in the motor vehicle. The increase in the radial distance can go back to zero in this area, that is, there is an area in which the radial distance to the outer edge of the cam out initially no longer increases. In this area, the holding position of the door can be in the closed state.

In a third phase of the movement, the covering of the motor vehicle door is achieved. In the third phase, the radial distance to the outer edge of the curve preferably increases very strong on a small angle segment compared to the second phase. The vehicle door can be pulled by means of the closing element in this area a few millimeters inwards against the seal of the door, so that, for example, locking can be accomplished at an additional lock. Thereafter, the cam is rotated back slightly, so that it rotates again in the second angular range or the angular range of the second phase of the movement and in the flattened part, in the radial distance, so to speak, no longer increases, stops. The radial distance to the outer edge can thus change monotonically in the angular curve of the cam or monotonically increase, that is, it increases with increasing angle or remains (over a certain range) the same.

The rolling of the guided element on the outer edge of the cam is made possible by a bias, which prevents the guided element lifts from the outer edge.

In order to ensure that the closing device works as free of play as possible, the transmission of the closing device can be braced by, for example, in one embodiment of the invention, the closing element is spring-loaded. The cam then causes translation in a direction against pressure or tension of the spring, and the return movement is at least partially driven by the spring accordingly.

In practice, it must be expected that motor vehicle doors are struck. This means for the closing device and in particular for the drive motor, that in part large forces act on the closing element or large impulses are transmitted thereto and finally load transmission and drive motor. Basically there is therefore the risk that the door and the drive will be permanently damaged when the door is slammed shut. In order to form the closing device durable and protect against damage, in one embodiment of the invention, the closing device or the drive device or directly the spring element is spring-loaded via a safety spring. This may be a pressure spring (partially) elastically deformable or a tension (partially) elastically deformable tension spring with which either only the drive device and / or the entire closing device is / are mounted. Blows against the closing element can then be taken up and cushioned or damped.

To further increase the stability, whether with the standard installation of the closing device or Retrofitting a motor vehicle, a mounting or guide plate for attaching the closing device to a motor vehicle pillar or for guiding the closing element can be provided during the translational movement. This support and / or guide plate can be attached to the motor vehicle pillar, namely, for example, the opening side. It is also conceivable a two- or multi-part bracket or guide plate, in which, for example, a part outside and a part is mounted inside the motor vehicle pillar. The leadership of the closing element can be done for example by an opening in the support or guide plate. Otherwise, the support or guide plate serves, among other things, the reinforcement and the secure support of the closing device on the motor vehicle pillar.

In a particularly advantageous manner, especially with regard to the retrofitting, a particularly preferred development of the invention makes it possible that the closing device can be attached to the motor vehicle pillar without major additional cuts. The reason for this is that the drive device and the closing element can be arranged one behind the other in relation to the direction of translational movement of the closing element, so that in particular the closing device, preferably when retrofitting the closing device, can be arranged on and / or at least partially in the motor vehicle pillar.

In conventional closing devices known from the prior art, the drive device and closing element are arranged side by side with respect to the direction of the translatory movement. When installing such, known from the prior art Zuziehvorrichtungen in a motor vehicle column then a large part of the motor vehicle column would have to be cut out. Such processing of the motor vehicle pillar is in most cases not permitted at all, because the motor vehicle pillar is a particularly safety-relevant supporting part. For this reason, conventional cinch devices for retrofitting according to the prior art usually only be installed so that they protrude into the interior of the vehicle, so laterally offset to the motor vehicle pillar. As a result, however, space is lost in the interior of the vehicle. When retrofitting a Zuziehvorrichtung according to the invention, this can be mounted just in RVs but usually so that it only protrudes into the interior, where anyway drawers or kitchen blocks are, so without disturbing influence.

Accordingly, a motor vehicle with a door, in particular a sliding door for opening or closing the motor vehicle interior is characterized in that a closing device according to the invention or according to one of the embodiments of the invention is incorporated therein. The door of the motor vehicle accordingly has a lock unit for locking the door. In such a motor vehicle, all the above-mentioned advantages of the invention can be achieved. In particular, a motor vehicle can be retrofitted in a particularly advantageous manner with relatively little effort and to save space with a closing device according to the invention or according to one of the embodiments of the invention.

Particularly advantageously, the closing device can be used according to the invention in a motor vehicle, which is provided via an additional lock for locking the motor vehicle door at a second, preferably in the region of the upper, lock-side corner of the door opening point. In such a door, the closing device according to the invention or according to one of the embodiments allows a coating of the vehicle door and thus a particularly comfortable and secure closing of the door.

Accordingly, the retrofitting method according to the invention for retrofitting a closing device is characterized in that this closing device is mounted according to the invention on the motor vehicle pillar, wherein there arranged in particular the support or guide plate becomes. The retrofitting may allow integrating the closing device according to the invention in the motor vehicle pillar, without the vehicle pillar is impaired in its function as a supporting part and without the space required by the user takes away usable space in the interior of the vehicle.

In a particularly advantageous embodiment of the invention, the cam can be made of a plastic such as polyoxymethylene (abbreviation: POM). In principle, however, also conceivable is a design made of steel, in particular stainless steel, as is often used in connection with transmissions. The variant of POM eliminates the technical prejudice that generally plastics for such a biased transmission can not be used. Due to the preload and the abrasion in the transmission is expected to have high frictional forces. In addition, POM has the property that at the appropriate pressure, the material is partially pressed. However, this impression takes place at least partially in the elastic region and is also considered to be relatively low in the forces arising here. On the contrary, this impression even leads to tolerances that can be compensated and the movement sequence can be optimally adjusted. In addition, the generation of noise can be reduced, at least in contrast to a movement of components, in which steel is guided on steel. In addition, the material POM is usually easy to edit, especially easy to turn or mill. POM has a sufficient hardness, so that smearing of the plastic during processing is rather low. Components made of a plastic such as POM are generally less expensive than steel components.

embodiments

Figur 1

eine Seitenansicht (Schnittdarstellung) einer Zuziehvorrichtung gem. der Erfindung,

Figur 2

eine Schrägansicht der Zuziehvorrichtung aus Fig. 1,

Figuren 3-4

verschiedene Schnittdarstellungen der Zuziehvorrichtung aus Fig. 1,

Figur 5

eine Schnittdarstellung der Zuziehvorrichtung ,

Figur 5

eine Vorderansicht in einer um 90° gedrehten Position durch die Zuziehvorrichtung,

Figur 6

eine Zuziehvorrichtung mit zwei Kurvenscheiben gem. der Erfindung,

Figur 7

eine Zuziehvorrichtung mit einer Nutkurvenscheibe gem. einem nicht zur Erfindung gehörenden Beispiel,

Figur 8

eine Zuziehvorrichtung mit abgefedertem Schließbügel gem. einem nicht zur Erfindung gehörenden Beispiel,

Figuren 9-11

die Drehung der Kurvenscheibe,

Figur 12

eine Kurvenscheibe mit nur einer Drehrichtung gem. einem nicht zur Erfindung gehörenden Beispiel,

Figur 13

eine an der Kfz-Säule angebrachte Zuziehvorrichtung gem. der Erfindung, sowie

Figur 14

eine herkömmliche Zuzieheinheit an einem Kfz aus dem Stand der Technik.

Embodiments of the invention are illustrated in the drawings and are explained in more detail below, giving further details and advantages. In detail demonstrate:

FIG. 1

a side view (sectional view) of a closing device acc. the invention,

FIG. 2

an oblique view of the closing device Fig. 1 .

Figures 3-4

different sectional views of the closing device Fig. 1 .

FIG. 5

a sectional view of the closing device,

FIG. 5

a front view in a rotated by 90 ° position by the closing device,

FIG. 6

a closing device with two cams acc. the invention,

FIG. 7

a closing device with a Nutkurvenscheibe gem. a non-invention example,

FIG. 8

a closing device with spring-loaded striker acc. a non-invention example,

Figures 9-11

the rotation of the cam,

FIG. 12

a cam with only one direction of rotation gem. a non-invention example,

FIG. 13

a attached to the vehicle pillar closing device acc. the invention, as well

FIG. 14

a conventional Zuzieheinheit on a motor vehicle from the prior art.

FIG. 1 shows a closing device or closing aid 1 according to the invention. The closing of the door is by the Closing element 2 with the striker 2 'causes. The closing element 2 is mechanically coupled to the cam 3, which can be rotated on the axis of rotation 4. The closing element 2 is fork-shaped, wherein the fork arms are guided on both sides of the cam 3 in order to enable a symmetrical and stable construction. The rotation is driven by a geared motor 5.

For door recognition, a sensor 6 is provided. According to the embodiment according to FIG. 1 the door detection sensor 6 is designed as a touch sensor, that is, the door hits the closing of the process on the support plate 7 protruding part of the sensor and moves it. This translatory movement is detected by sensors, from which the sensor detects that the door has hit against the corresponding pin. Optionally, in principle, other sensors can also be used, such as, for example, a reed sensor with a magnet attached to the door. In the case of a reed sensor or reed switch, a contact in a circuit is closed by virtue of the fact that one of the contact points can be magnetized (for example, made of an iron-nickel alloy) and thus attracted by a magnet. The attraction causes the contact.

The closing element 2 is mounted on recesses of the support plate 7, and is guided in this. FIG. 1 initially shows only the mounted inside the vehicle pillar 20 mounting plate 7. The entire mounting plate is here formed in two parts. Furthermore, a housing 8 is provided and a guided element 9, namely a pin, which is attached to the closing element 2. During the movement of the closing element of this pin 9 runs within the slot 10. The leadership of the closing element 2 thus takes place on the one hand on the leadership of the pin 9 in the slot 10 and further via an opening (not shown) in the support plate 7. ( FIG. 1 however, shows the corresponding opening 17 'of the counter-holder 17 on the other side of the motor vehicle pillar 20.) The housing 8 is formed standing opposite the closing element. Also, the support plate 7 is upright formed opposite the closing element 2. Between the closing element 2 and one of the stationary parts, for example the housing 8, return springs 11 are attached. The translational movement of the closing element 2 causes the springs 11 to be expanded, that is, it acts against the tensile force of the springs 11. If the closing element 2 is driven in the reverse direction, a return force acts on the closing element 2 by the springs 11.

The axis of rotation 4 runs, but with clearance and not out, in the slot 10 'of the closing element 2. The slot 10', however, could also be formed as a guide element by the game is reduced.

The closing device is attached to the motor vehicle pillar 20 with a further holding plate, an angle plate 17, by attaching the holding plate 7 from the inside and, as a counter support, the angle plate from the outside on the motor vehicle pillar 20.

FIG. 2 shows an oblique view of the same closing device 1, which in the present case, however, is already attached to a motor vehicle pillar 20. The support plate 17 is shown here completely as an angle plate. The angle plate 17 is mounted in addition to the support plate 7, wherein a part of the angle plate 17 is arranged parallel to the support plate 7. The angle plate 17 has the opening 17 ', which, as already the corresponding opening in the holding plate 7, serves to guide the closing element 2.

This angle plate 17 is not only the attachment to the motor vehicle pillar 20, but can also be used to hold the drive device and finally, as already shown above, serve over the guide opening 17 'of the guide of the closing element 2. The angle plate 17, in combination with the plate 7 for stability and stiffening of the motor vehicle pillar, which is usually in a Tranporter or bus to the C-pillar of the motor vehicle. For attachment can Serial screw hole positions of the automotive pillar can be used. A large part of the forces of the drive devices can thus be absorbed by the angle plate and introduced into the Serienanschraubpunkte (see reference numeral 13) of the motor vehicle.

In some motor vehicles, the C-pillar is not very stiff in the area of the connection of the drive device. To increase the stability is therefore in accordance with such an arrangement FIG. 2 an advantageous power flow is achieved even when subsequently attached by retrofitting closing device 1. Namely, only small openings for the implementation of the closing element and / or the sensor for detecting the motor vehicle door must be introduced. This fundamental weakening of the motor vehicle pillar is compensated and stiffened by the metal sheet. This measure increases safety, especially with regard to possible vehicle crashes to be considered. The Serienschraublochpositionen in the angle plate 17 are indicated by the reference numeral 13.

FIG. 3 shows once again a schematic section in a side view through the attached to the vehicle pillar 20 closing device 1. In the FIG. 3 can also be seen that the motor vehicle pillar forms a chamber in this area over two sheets. About an intermediate piece with dome-like elements, this chamber is bridged, that is, when screwing the closing device against the support plate 7 with the angle plate 17, the distance is advantageously bridged and the sheet is not compressed. The power flow is initiated via support plate 7 and the dome-like elements to the angle plate 17.

The closing element 2 is guided through the openings of the angle plate 17 and the support plate 7. The angle plate 17 is screwed on the opening side from the outside on the motor vehicle pillar 20. The support plate 7 can be connected from the rear with the motor vehicle pillar. The closing element is thus by the widened area, formed of automotive pillar sheet 20 and angle plate 17 and mounting plate 7 out. In the closing element 2, a slot is provided, which is at least partially hidden in the representation of the cam 3. The axis of rotation 4 of the cam 3 is passed through this slot. The mechanical coupling of the cam 3 with the drive device via the stop 14, wherein the cam plate 3 in connection with the part of the stopper 14 is rotatably mounted. The stop 14 in turn is connected to the closing element 2, so that the rotational movement of the cam disc 3 can be converted into a translational movement of the stop 14 and thus of the closing element 2. The extension of the axis of the stop 14 (axis of rotation) extends in a slot 10, which in the stationary part, namely in the housing 8, is mounted. The rear stop of this slot 10 thus forms a travel limit.

It is conceivable to provide additional guide elements, for example in the spring bearings. Such additional guidance is indicated by the reference numeral 15.

FIG. 4 shows one compared to FIG. 3 parallel section through the closing device 1 in attached to the vehicle pillar 20 state. You can see it in FIG. 4 in particular, that the closing element 2 is equipped with a slot 16 in which the axis of rotation 4 is guided with play. Depending on the embodiment, here a guide of the closing element 2 may be provided in the slot 16, or the slot 16 is simply moved relative to the transmission axis 4, without any mechanical contact with the sides of the slot 16, that is, there is no "leadership " in the proper sense. However, the measure can be used to make the construction very compact and space-saving.

FIG. 5 shows a side view in a rotated by 90 ° position relative to the FIGS. 4 and 3 , namely along the axis of rotation 4. Shown in turn is the geared motor 5, with the driven by him transmission axis 4th On the Transmission axis 4, the cam 3 is mounted. On both sides of the cam 3 is the closing element 2, which fulfills the function of a tie rod. Also shown is the door detection sensor 6 (limit switch or reed sensor).

FIG. 6 shows an alternative embodiment in which, as in the FIGS. 1 to 5 shown, consisting of two rods tie rod or a fork-shaped closing element is present, but the closing element 30 is formed as a simple rod. On both sides of the closing element 30, however, two cams 31 are provided, which are identical to each other and also arranged angularly / in phase and can rotate. This embodiment has the advantage that the load acting on the cams 31 is distributed to two coupling points, that is, each of the individual cams 31 is loaded less. In addition, occur in this arrangement even fewer lateral forces, ie force components in the direction of the axis of rotation, which could act on the cam 31. So it can also the stability and longevity of the cam or the transmission or the entire traction device can be improved. The cam discs 31 are thus also less worn as a whole. Even when holding the door increased stability can be achieved by this embodiment.

Basically, the cam gear realized by the cam has the following advantages:
In the basic form, the cam is formed like an Archimedean spiral or has contiguous segments of circular arcs or possibly also polynomials whose centers may or may not lie on the axis of rotation. This segmentation creates a variability over certain angle segments, for example, a greater increase in the radial distance to the stop point is possible when the cam is rotated. Thus, the ratio and thus the speed of the striker can be changed, while maintaining the transmission speed.

In this way, in particular, the risk of crushing when closing the door can be reduced because a slow start of the closing operation of the door is made possible, which in turn can be accelerated if there is less danger that someone engages in the door opening.

In addition, the transmission ratio of rotation in translation is variably adjustable. Characterized in that the cam is formed differently within certain angular segments, resulting in different speeds of the closing element, so that these individual angular elements of the cam are assigned to individual functional areas (for example, extension of the closing element immediately after opening the door, closing the door opening, cover the door, etc.).

The curve of the cam can be adjusted as desired to the conditions of the door, which not only different functionalities are met in the individual angle segments, but also it is possible to compensate for tolerances. Even if the curve is determined with regard to the manufacturing process, a design of the cam from POM can lead to tolerances and also manufacturing tolerances are compensated in particular by these material properties of the plastic in a particularly advantageous manner, without the operation of the closing device is affected.

In addition, a variable adjustment of the end positions and functional positions of the striker can be done. By means of an electronic control, the door system can be taught for each vehicle. The taught-in parameters can be stored in the memory (microcontroller) if, for example, a gear motor with Hall sensor is provided. Furthermore, changes over the stored rotation angle of the stroke and thereby the position of the striker and thus the door. Occurring tolerance variations of the chassis, mounting tolerances and series variations are thus on the Cam and control compensated.

Especially in this context, the cam has the advantage that in the parking position of the striker, ie with the door closed, the slope can be kept very low (that is, the line of action of the contact normal of the roller to the cam is almost through the pivot point of the cam) , This results in lower reaction torques on the gear motor and the gear motor holds the cam alone in its position by its internal self-locking. For this purpose, it must be ensured that the resulting reaction torque, by which the cam is rotated, is always smaller than the internal self-locking of the gearbox. The reaction moment in turn results from the bias of the door caused by the sealing forces acting in the direction of opening the door.

The cam can be advantageously carried out, as already stated, instead of steel and POM. In addition, POM also has the advantage of a comparatively cheap production in contrast to steel parts. In addition, as already described, the running noise can be reduced compared to a steel version and the plastic POM allows to greatly dampen tolerances, tensions and jumps in the cam plate, so that the system is relatively insensitive overall.

In an externally applied to the cam roller this can basically stand in the direction perpendicular to the surface of the cam. In order to prevent this, the coupling between the guided element 40 and the cam 41 according to FIG FIG. 7 via a not belonging to the invention Steurerkurve groove curve 42 done. The groove curve 42 allows precise positive guidance.

In FIG. 8 is a Zuziehvorrichtuing invention not shown with a striker 50 which is sprung in itself. For this purpose, the closing element 50 has a sleeve 51 which is mounted in a guide 52, wherein a compression spring 53, the sleeve 51 relative to the guided element (Engaging pin) 54 springs. In addition, the guided element 54 belonging to the closing element can also be guided in a slot 55. This guided element can be adjustably mounted in the slot 55 in the closing element, so that about the position of the closing element 50 can be adjusted via this adjustment, so on the positioning in the slot. This design makes it possible to additionally cushion and dampen impacts, for example when slamming the car door, so that the risk of damage can be reduced.

FIG. 9 shows a cam 3 in abutment with a biased closing element 2. In this position, the door is open and the system is not loaded. The direction of rotation is clockwise. If the cam 3 rotates clockwise, the closing element is deflected more and more, since the radial distance to the axis of rotation in the spiral curve of the cam 3 increases more and more. Maximum load is the system in the position according to FIG. 10 , The stop of the closing element 2 is located just before the free cut F of the cam 3. The cam 3 does not turn beyond this point, otherwise the biased closing element would hit against the cam when it overcomes the undercut F. In the last area until reaching the point just before the undercut F takes place the covering of the vehicle door. After locking the additional lock, the cam is again moved counterclockwise and thus enters the position according to FIG. 11 , Thus, in this embodiment, two directions of rotation of the cam are envisaged. The door is picked up ( FIG. 9 ), then plated ( FIG. 10 ) and the direction of rotation is reversed ( FIG. 11 ), so that the door is finally moved to its actual rest-closed position.

It is conceivable in principle but also not belonging to the invention cam (possibly also a Nutkurvenscheibe), which is moved only in one direction, in this contour of the Cams then basically the same movement can be stored (controlled by the radius depending on the angular position). Such an embodiment is in FIG. 12 shown. The correspondingly modified cam 3 'is in contact with the stop 14 of a closing element which can roll on the surface or on the outer edge. The direction of rotation is counterclockwise here. In position I, there is first a strongly increasing enlargement of the radial distance, which results in a fast movement of the closing element. Thereafter, the distance is further increased until the angle segment II is reached. There, the stroke of the closing element initially decreases slightly to a latching position, from which then reaches the angle segment III. When driving through the angle segment III finally the deflection of the closing element is again reduced to the starting point, in which there is again a latching position.

The process is basically as follows:
The door is initially in a fully closed, uncoated position. The door is opened and the corresponding sensor (for example reed sensor or limit switch) detects the opening of the door. The sensor causes the drive device to be switched on and the striker is fully extended (rotational angle 0 ° of the gear shaft). According to FIG. 12 this is the position A (smallest radius, ie maximum extension position of the striker). The controller is waiting for the door to close.

As soon as the door is closed again, the sensor responds. The striker is retracted, and the cam moves over area II to position B (maximum radius, ie the smallest extended position of the striker). The door is closed and then pulled over. (For a cam with undercut, in which a reversal of the direction of rotation is provided, the direction of rotation would be reversed when closing the door, so that the Closing bar can be moved back.)

Subsequently, the cam is moved further, the radius decreases slightly, so that the closed normal position of the door (without coating) can be achieved at C.

The cam may be designed such that in the closed door position the operating forces occurring exert no or a very small reaction torque on the cam, i. the resulting loads on the drive mechanism are kept low. For this reason, the cam in the second angular range is designed so that the line of action of the reaction force caused by the operating forces passes through the pivot point of the cam or at a small distance from the pivot point of the cam. In the embodiment with the role as a stop element, the action line defines the pivot point of the roller, as well as the point of contact of the roller on the cam. The angle range two can be seen as the adjustment range for the position of the closed door. The door should be flush with the side wall of the vehicle in this position. Due to the large tolerance chains on the vehicle side and the mounting tolerances can thus easily be done adjustment of the door position. Since the control and mechanics are difficult to access, especially in mobile homes through furniture or kitchen block, the controller can be accessed wirelessly via wireless (Bluetooth).

In addition, possible safety functions can be provided, for example, that when the engine is overheated, the engine is no longer switched on or the engine is no longer switched on even at the minimum temperature. Even with a shortage of electricity, which is noticeable for example by a too low voltage, a corresponding warning can be issued. For example, one of the two positions A or C may be used for initialization when a learning run is to be performed, for example, when a Hall sensor is used.

FIG. 13 and FIG. 14 show again the different construction and arrangement in the installation of the closing device according to the invention in contrast to the prior art ( FIG. 14 ). According to FIG. 13 the drive device is placed on the outside of the vehicle pillar 20. Especially with retrofits this has the advantage that the existing motor vehicle column is not changed by free cuts or openings in their strength properties (vehicle pillar as safety-relevant component).

The construction according to the prior art ( FIG. 14 ) will be difficult to implement in retrofits, as on the vehicle pillar large free cuts would have to be introduced. In the direction of translation of the closing element T, the arrangement of the actual drive device and the closing element thus takes place in series.

FIG. 14 shows a corresponding arrangement from the prior art, namely with respect to the translation direction T, the drive device 5 and the striker 2 'are arranged side by side.

LIST OF REFERENCE NUMBERS

1

closing device

2

closing element

3

cam

3 '

Cam (one direction of rotation)

4

axis of rotation

5

gearmotor

6

Sensor for door recognition

7

mounting adapter

8th

casing

9

guided element

10

Long hole

10 '

Long hole

11

feather

13

Serienschraubloch

14

attack

15

Slot guide

17

Winkelblech

17 '

opening

20

Automotive column

30

closing element

31

cam

40

engagement pin

41

Nutkurvenscheibe

42

groove

50

closing element

51

shell

52

guide

53

feather

54

engagement pin

55

Long hole

I

angle range

II

angle range

III

angle range

A, B, C

Snap points on the cam

F

Clear cut

T

Translation direction

Claims (14)

1. A closing apparatus (1) for supporting the closing process of a motor vehicle door, in particular of a sliding door, for pulling the motor vehicle door into a closed door position on the motor vehicle, comprising at least one closing element (2) which is mounted so as to be movable in a translatory manner and which is designed to interact with a lock unit of the motor vehicle door, wherein the lock unit and the closing element can be mechanically coupled and/or decoupled with one another, and comprising a drive apparatus (5) for driving the closing element in a translatory manner, wherein a cam disk (3, 3', 31, 41) for controlling the movement sequence of the closing element is provided, said cam disk being connected to the drive apparatus in a drivable manner in order to perform a rotational movement and being coupled to the closing element in order to transmit a force to the closing element and convert the rotational movement of the cam disk into the translation of the closing element, characterised in that the outer edge of the cam disk is spiral so that the radial distance of the axis of rotation of the cam disk substantially continuously increases towards the outer edge, wherein the spiral has a cutout angularly following the greatest distance radially to the axis of rotation so that there is an edge in the course of the outer edge of the cam disk which abruptly reduces the radial distance of the outer edge to the axis of rotation of the cam disk.
2. The closing apparatus according to claim 1, characterised in that the cam disk is designed to overdraw the motor vehicle door against the seals of the motor vehicle door and/or of the door opening beyond the closed position intended during operation in order to achieve an engagement of a lock, preferably of an additional lock.
3. The closing apparatus according to one of the preceding claims, characterised in that the cam disk (3, 3', 31, 41) rests against a stop (9, 14, 40, 54) attached to the closing element.
4. The closing apparatus according to one of the preceding claims, characterised in that the stop (14) on the closing element (2) is rotatably mounted on the closing element.
5. The closing apparatus according to one of the preceding claims, characterised in that the closing element has a guiding device (10') for guiding the translational movement.
6. The closing apparatus according to one of the preceding claims, characterised in that the closing element (2) has a guided element (9, 14, 40, 54), wherein in particular a part of the closing apparatus which is decoupled from the movement of the closing element, preferably a housing (8), is provided, which comprises a guiding device (10) for movably supporting the guided element and for guiding the guided element and thus the translational movement of the closing element, wherein preferably the guiding device of the decoupled part is designed as an elongated hole.
7. The closing apparatus according to one of the preceding claims, characterised in that the elongated hole (10) of the guiding device is designed to be adjustable in respect of the length and/or position thereof, in order to configure the mechanical door stop and/or the path limitation in an adjustable manner.
8. The closing apparatus according to one of the preceding claims, characterised in that the cam disk (3, 3', 31, 41) is designed in such a way that it has an angular range, during the rotation thereof, in which the radial distance from the axis of rotation to the outer edge of the cam disk increases monotonically, wherein in particular a first and an angularly offset second angular range are provided and, in the first angular range, an increase in the radial distance occurs with rotation which is greater than in the second angular range, and the cam disk, adjoining one of the angular regions, in particular adjoining the second angular region, comprises an edge as a cutout (F), which has an abrupt reduction in the radial distance from the axis of rotation to the outer edge of the cam disk, wherein preferably a third angular region is arranged between the second angular region and the cutout, in which a larger increase in the radial distance occurs with rotation than in the second angle range.
9. The closing apparatus according to one of the preceding claims, characterised in that the cam disk has at least one angular segment which has a specific radius of curvature.
10. The closing apparatus according to one of the preceding claims, characterised in that the closing element (2, 50) is spring-mounted, so that the cam disk drives the translation in a direction against the pressure and/or tension of the spring (11) and the return movement is driven by the spring.
11. The closing apparatus according to one of the preceding claims, characterised in that a holding and/or guide plate (7, 17) is provided for fastening the closing apparatus to a motor vehicle pillar and/or for guiding the closing element during the translational movement.
12. The closing apparatus according to one of the preceding claims, characterised in that the drive apparatus (5) and the closing element (2, 2') are arranged one behind the other in relation to the direction of the translational movement of the closing element, so that in particular the closing apparatus, preferably when the closing apparatus is retrofitted, can be arranged on and/or at least partially in the motor vehicle pillar.
13. A motor vehicle comprising a door, in particular a sliding door for opening and/or closing the motor vehicle interior, wherein the door has a lock unit for locking the door, and comprising a closing apparatus (1) according to claim 1 for supporting the closing process of the motor vehicle door and for pulling the motor vehicle door into a closed door position on the motor vehicle, wherein the closing apparatus is fastened in particular to one of the motor vehicle pillars, wherein the closing apparatus comprises at least one closing element (2) which is mounted so as to be moveable in a translatory manner and which is designed to interact with a lock unit of the motor vehicle door, wherein the lock unit and the closing element can be mechanically coupled and/or decoupled with one another, and comprising a drive apparatus (5) for driving the closing element in a translatory manner, wherein a cam disk (3, 3', 31, 41) is provided for controlling the movement sequence of the closing element, said cam disk being connected to the drive apparatus in a drivable manner in order to perform a rotational movement and being coupled to the closing element in order to transmit a force to the closing element and to convert the rotational movement of the cam disk into the translation of the closing element, wherein an additional lock for locking the motor vehicle door to a second point, preferably in the region of the upper, lock-side corner of the door opening, wherein the closing apparatus is designed to bring about the locking on the additional lock by overdrawing the motor vehicle door, characterised in that the outer edge of the cam disk is spiral so that the radial distance of the axis of rotation of the cam disk substantially continuously increases towards the outer edge, wherein the spiral has a cutout angularly following the greatest distance radially to the axis of rotation so that there is an edge in the course of the outer edge of the cam disk which abruptly reduces the radial distance of the outer edge to the axis of rotation of the cam disk.
14. A retrofitting method for retrofitting a closing apparatus, characterised in that the closing apparatus according to one of the preceding claims is attached to a motor vehicle pillar (20).

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