EP3414415B1 - Procédé et dispositif permettant d'agir sur porte de véhicule à moteur en termes de ralentissement, notamment aux fins d'évitement d'une collision - Google Patents

Procédé et dispositif permettant d'agir sur porte de véhicule à moteur en termes de ralentissement, notamment aux fins d'évitement d'une collision Download PDF

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Publication number
EP3414415B1
EP3414415B1 EP17706137.1A EP17706137A EP3414415B1 EP 3414415 B1 EP3414415 B1 EP 3414415B1 EP 17706137 A EP17706137 A EP 17706137A EP 3414415 B1 EP3414415 B1 EP 3414415B1
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EP
European Patent Office
Prior art keywords
motor vehicle
sensor
vehicle door
control unit
locking device
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.)
Active
Application number
EP17706137.1A
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German (de)
English (en)
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EP3414415A1 (fr
Inventor
Thorsten Nottebaum
Markus BERGHAHN
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kiekert AG
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Kiekert AG
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Publication date
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Publication of EP3414415A1 publication Critical patent/EP3414415A1/fr
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Publication of EP3414415B1 publication Critical patent/EP3414415B1/fr
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
    • E05C17/00—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith
    • E05C17/003—Power-actuated devices for limiting the opening of vehicle doors
    • E05C17/006—Power-actuated devices for limiting the opening of vehicle doors with means for detecting obstacles outside the doors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
    • E05C17/00—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith
    • E05C17/02—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means
    • E05C17/04—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing
    • E05C17/12—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
    • E05C17/00—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith
    • E05C17/02—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means
    • E05C17/04—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing
    • E05C17/12—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod
    • E05C17/20—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod sliding through a guide
    • E05C17/203—Devices for holding wings open; Devices for limiting opening of wings or for holding wings open by a movable member extending between frame and wing; Braking devices, stops or buffers, combined therewith by mechanical means with a movable bar or equivalent member extending between frame and wing consisting of a single rod sliding through a guide concealed, e.g. for vehicles
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/40—Safety devices, e.g. detection of obstructions or end positions
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/53—Type of wing
    • E05Y2900/531—Doors

Definitions

  • the invention relates to a method and a device for acting on a motor vehicle door in the sense of braking, in particular to avoid a collision, according to which at least one sensor, a locking device and a control unit are assigned to the motor vehicle door, and according to which the control unit activates the locking device for locking the door depending on signals from the sensor Motor vehicle door controls, wherein the locking device acts on the motor vehicle door, taking into account a start of braking specified by the control unit and with a variable braking torque, the control unit evaluating signals from at least two sensors, namely an environment sensor and a door sensor.
  • a braking device with at least two braking elements and on the other hand an actuator as an additional brake.
  • the sensor used at this point is designed as a surroundings sensor for detecting the surroundings of the pivoting motor vehicle door. As soon as the pivoting motor vehicle door approaches an obstacle, the actuator is activated.
  • the additional brake module or the additional brake is provided with the actuator in order to prevent, for example, an operator from actively moving the motor vehicle door towards a relevant obstacle—whether intentionally or unintentionally.
  • a relevant obstacle whether intentionally or unintentionally.
  • collisions are observed when the operator overlooked the obstacle in question or the force applied, for example, when opening the motor vehicle door, was underestimated.
  • the design complexity of the known teaching is high and in need of improvement.
  • the DE 10 2012 018 093 A1 the applicant describes a method for acting on a door leaf of a motor vehicle door in the sense of braking/locking and/or pulling/opening.
  • a magnetic device is implemented as part of a drive.
  • the control unit energizes the magnetic device in question depending on signals from the sensor in such a way that the door leaf is selectively braked, held or closed, opened or issued. This is intended to provide functionally reliable operation with a simple and inexpensive design at the same time. However, collisions of the motor vehicle door with an obstacle cannot be avoided, or at least not reliably.
  • Such collisions do not only occur when an operator overlooks the relevant obstacle, for example a bollard, a stone or a similar static obstacle when parking. But collisions of the motor vehicle door can also occur with a moving obstacle.
  • the moving obstacle can be another person, a passing bicycle, a passing car, etc.
  • the generic prior art works according to the DE 10 2009 041 499 A1 to avoid such collisions with an environment sensor. Apart from the fact that the known locking device has a complex structure, even this procedure cannot prevent a collision safely and cannot in all cases. From the DE 10 2004 061 687 A1 a generic method and a generic device are known, wherein the control unit evaluates signals from an environment sensor for detecting obstacles, a door position sensor and a door handle sensor.
  • the invention is based on the technical problem of further developing a method and a device for acting on a motor vehicle door in the sense of braking, in particular for collision avoidance, in such a way that collisions are avoided under all conceivable circumstances and environmental conditions as well as vehicle situations.
  • a generic method for acting on a motor vehicle door in the sense of braking, in particular for collision avoidance is characterized within the scope of the invention in that the control unit evaluates further signals from a vehicle position sensor or a wind sensor and uses them to control the locking device, with the variable braking torque generated by the locking device depends on signals from the other sensors.
  • the start of braking typically means a certain pivoting angle of the motor vehicle door or the associated door leaf. This pivot angle is swept over as soon as the motor vehicle door is opened or closed in relation to a motor vehicle body. Each pivoting angle consequently corresponds to a specific position or relative position of the motor vehicle door in comparison to the motor vehicle body. Since the control unit now specifies the start of braking of the locking device for the motor vehicle door, the control unit can, in principle, take into account vehicle states that have not previously been taken into account and take them into account.
  • the start of braking is brought forward compared to the situation on level ground in order to ensure safely and reliably that the motor vehicle door stops automatically and at a minimal distance from the obstacle.
  • the braking torque is also optionally designed to be variable, the vehicle states described can be optimally taken into account.
  • the braking torque generated by the locking device and required to hold the motor vehicle door is generally increased compared to the situation when parking on a level surface and with no wind.
  • the variable design of the braking torque opens up the possibility of holding the motor vehicle door in question in practically any position with, for example, a maximum braking torque. This can then also happen for a defined period of time.
  • the motor vehicle door can optionally also be used as an exit aid. This is where the main advantages can be seen.
  • the control unit evaluates signals from at least two sensors, namely an environment sensor and a door sensor.
  • the environment sensor is used to continuously scan the entire potential pivoting range of the motor vehicle door to determine whether there are obstacles in the pivoting range in question or whether, for example, moving obstacles appear.
  • the entire pivoting range corresponds to the position of the closed motor vehicle door relative to the motor vehicle body up to the point at which the maximum pivoting angle relative to the motor vehicle door is reached.
  • obstacles in this pivoting range are constantly detected with the help of the environment sensor and transmitted to the control unit as corresponding signals.
  • the additionally provided door sensor scans at least the pivoting angle of the motor vehicle door in relation to the motor vehicle body.
  • the door sensor is regularly additionally set up to detect the speed of the motor vehicle door during any pivoting movement.
  • the control unit can calculate the speed of the motor vehicle door from changes in the pivot angle over time by differentiation.
  • the door sensor is usually a rotation angle sensor, with the help of which the respective pivoting angle of the motor vehicle door relative to the motor vehicle body is detected.
  • the rotation angle sensor may be arranged in the area of a door hinge.
  • the environment sensor detects a pivoting area of the motor vehicle door as well as any obstacles located therein or penetrating into the pivoting area.
  • the relative position of the motor vehicle door in comparison to the motor vehicle body is determined with the aid of the door sensor.
  • the door sensor is regularly additionally set up to determine a speed of the motor vehicle door.
  • the control unit now specifies the start of braking and the braking torque for the locking device.
  • the design is such that, depending on the starting position of the motor vehicle door or the associated pivoting angle and its speed, the optimum start of braking and the braking torque to be applied are specified by the control unit so that the motor vehicle door stops at a minimum distance from the obstacle and, in particular, unwanted collisions are avoided .
  • control unit typically evaluates further signals from additional sensors and uses them to control the locking device.
  • signals from other sensors are usually used and processed by the control unit and converted into corresponding signals for actuating the locking device for locking the motor vehicle door.
  • the sensors in question or the associated signals can be those of an operator sensor, a vehicle position sensor, a wind sensor, an exit assistance sensor, etc., just to name a few by way of example and not exhaustively.
  • the operator sensor is a sensor that is used to detect whether the motor vehicle door in question is actuated, for example, from the inside or from the outside by an operator.
  • the operator sensor in question is designed as a handle switch, which is assigned to the inside door handle or the outside door handle and senses an actuation of the inside door handle or outside door handle.
  • Corresponding signals from the operator sensor are recorded and evaluated by the control unit to the effect that these are or can be start signals, for example.
  • the signal from the operator sensor can be used as a start signal for the environment sensor and the door sensor or their signals to be recorded and evaluated by the control unit.
  • the environment sensor and the door sensor are only queried or their signals evaluated when the operator sensor has actually sensed, for example, a desire by the operator to open the relevant motor vehicle door.
  • control unit can evaluate a vehicle position sensor or its signals and take them into account when activating the locking device for the motor vehicle door.
  • the vehicle position is determined with the aid of the vehicle position sensor. In the simplest case, this is an inclination sensor, for example. If the inclination sensor determines, for example, that the motor vehicle in question is driving down a slope, the signal from the vehicle position sensor is taken into account by the control unit in this case such that after the motor vehicle is parked and when the motor vehicle door is opened, for example, the start of braking is greater than when the vehicle is in a horizontal position Motor vehicle brought forward and the braking torque is increased.
  • the additional sensor can also be designed as an exit assistance sensor and is conceivable as such.
  • the exit aid sensor is a switch or touch sensor, which is used to switch from the locking device to the Available braking torque can be increased to a certain value in any position or practically any conceivable pivot angle of the motor vehicle door.
  • the control unit when the exit aid sensor is acted upon, the control unit also regularly ensures that the locking device is acted upon by the maximum braking torque in question for a specific time.
  • the period of time corresponding to this is dimensioned such that an operator can safely use the motor vehicle door in question during this time to get in or out of the motor vehicle.
  • the locking device acts on the motor vehicle door in the non-moving state with a holding torque that is independent of the activation by the control unit.
  • the control unit uses the locking device on the motor vehicle door to generate a variable braking torque depending on the one or more signals from the sensors, the holding torque on the locking device is made available independently of the control unit.
  • the holding torque ensures that the motor vehicle door is securely fixed and locked when not in motion.
  • the holding torque of the locking device takes over the function of a conventional and practically continuously working door check.
  • the holding torque is generally dimensioned in such a way that it is designed to be smaller than the maximum braking torque made available by the locking device.
  • the subject matter of the invention is also a device for acting on a motor vehicle door in terms of braking, in particular for avoiding a collision, as described in claim 6 and claim 7 .
  • the device in question is suitable for carrying out the method described above.
  • the interpretation is preferably made so that the locking device with the Has motor vehicle door coupled actuator.
  • this actuator may be an electric motor which is energized with the aid of the control unit or a driver stage designed after the control unit.
  • a corresponding braking torque is generated on the output side of the locking device in order to act on the motor vehicle door accordingly.
  • the actuator advantageously interacts with an actuator connected to the motor vehicle body.
  • the actuator in question may be a rack.
  • one end of the toothed rack is firmly connected to the motor vehicle body.
  • the rack or actuator in question is usually mounted offset to the door hinge.
  • the actuator or electric motor now engages in the rack in question directly or via a gear with a pinion. As a result, a variable braking torque generated with the aid of the actuator can be exerted on the toothed rack.
  • the actuator is coupled to the motor vehicle door or is mounted in or on the motor vehicle door, a variable braking torque is made available in this way between the actuator and consequently the motor vehicle door and the rack articulated to the motor vehicle body and therefore the motor vehicle body.
  • the motor vehicle door can be acted upon with the aid of the locking device, taking into account a variable braking torque.
  • the actuator may have thermal overload protection. This means that if the temperature generated by the actuator is above a predetermined limit for the temperature, the control unit regularly ensures that the current supply to the actuator is reduced. This means that the control unit can also record signals from a temperature sensor assigned to the actuator and take them into account for the activation of the locking device and consequently of the actuator.
  • the gear ratio which is optionally connected downstream of the actuator, to generate the desired braking torque on the output side and when engaging in the toothed rack.
  • the gear ratio may also be changed with the aid of the control unit.
  • the control unit can act on the actuator taking into account different transmission characteristics, i.e. essentially taking into account different and selectable gear ratios.
  • the transmission characteristic or gear ratio in question may also be transmitted as a signal to the control unit.
  • the control unit ensures that the locking device or the actuator there is controlled accordingly, taking into account the transmission characteristic and possibly the temperature of the actuator.
  • the braking torque can be derived from the current strength at the actuator.
  • the locking device is typically only equipped with an electric motor that can be acted upon by the control unit or a driver stage downstream of the control unit and, if necessary, with a gear that can be acted upon by the electric motor.
  • the gearbox works on the toothed rack to generate a variable braking torque.
  • a motor vehicle door 1 is shown, which is pivotably connected to a motor vehicle body 2 with the aid of a hinge 3 .
  • the vehicle door 1 is not limited to a vehicle side door. In general, however, the motor vehicle door 1 can also be designed as a tailgate, engine flap, sliding door, etc., for example.
  • a rack or, in general, an actuator 4 is connected to the motor vehicle body 2 .
  • the actuator or the rack 4 is in a joint 5 articulated to the motor vehicle body 2.
  • An actuator 6 meshes as part of a locking device 7 with the rack 4 or its teeth figure 3 mentioned driver stage driven.
  • the design is such that the actuator 6 is designed as an electric motor or includes an electric motor, if necessary in connection with a gear. As soon as the actuator 6 or the electric motor is energized with the aid of the control unit 8, it generates a corresponding braking torque which, through the engagement of the actuator 6 on the rack 4, ensures that this braking torque brakes or even brakes pivoting movements of the motor vehicle door 1 relative to the motor vehicle body 2 completely prevented.
  • the actuator 6 or the locking device 7 is arranged in the exemplary embodiment inside the motor vehicle door 1 or is firmly connected to the motor vehicle door 1 .
  • a sensor 9 which is assigned to the motor vehicle door 1 and is designed as an environment sensor 9 in the exemplary embodiment.
  • the environment sensor 9 can be in the figure 1 examine and scan the entire possible pivoting range of the motor vehicle door 1 indicated by dash-dotted boundary lines to determine whether any obstacles 10 are present or appear in the pivoting range in question.
  • a position sensor 11 is also implemented.
  • the position sensor 11 is associated with the hinge 3 or may even be integrated into the hinge 3 . This is because the position sensor 11 is a rotation angle sensor in the exemplary embodiment. With the help of the position sensor 11 and the angle of rotation sensor of the motor vehicle door 1 relative to the motor vehicle body 2 can be completed and in the figure 1 pivot angle ⁇ shown as an example can be detected.
  • the control unit 8 can calculate from changes in the swivel angle ⁇ over time or time-changing signals of the position sensor 11 on the speed of the motor vehicle door 1 when sweeping over the pivot angle ⁇ in question.
  • the sensor 12 is designed as an operator sensor 12 and is designed here as a door handle switch. With the help of the operator sensor 12, for example, an operator's desire to open can be detected in such a way that this desire to open corresponds in the exemplary embodiment to the operator operating a door handle that is assigned to the operator sensor 12 and is only indicated.
  • the door handle can be an inside door handle or outside door handle for the motor vehicle door 1 .
  • a further sensor 13 is implemented, which is embodied as a vehicle position sensor 13 in the present case.
  • the vehicle position sensor 13 can be used to determine any inclination of the motor vehicle and consequently the motor vehicle body 2, and corresponding signals can be taken into account and evaluated by the control unit 8, as already described in the introduction.
  • a wind sensor 14 is provided, whose signals are also used by the control unit 8 to control the locking device 7 .
  • the wind sensor 14 may be arranged in the front area of the motor vehicle body 2 .
  • the vehicle position sensor 13 is regularly found in the area of a vehicle center.
  • exit assistance sensor 15 which is still to be recognized, is generally arranged on a door or also in the area of a dashboard, a center console, etc.
  • the exit assistance sensor 15 is in the simplest case a switch or a touch sensor. With the help of the exit assistance sensor 15, an operator can generate a corresponding signal, which is interpreted by the control unit 8 to the effect that the locking device 7 is activated to generate a maximum braking torque.
  • the motor vehicle door 1 is fixed and can be used by the operator as desired, for example, as an exit aid or boarding aid.
  • the locking device 7 is designed in such a way that the motor vehicle door 1 is subjected to a holding torque in the non-moving state. This holding torque is present and is regularly generated mechanically on the output side of the locking device 7 , regardless of whether the control unit 8 controls the actuator 6 . As soon as the motor vehicle door 1 is stationary, the locking device 7 acts on it with the holding torque in question. The holding torque can be generated by the non-energized actuator 6 or in some other way. The design is further such that when the motor vehicle door 1 moves from the stationary state, the locking device 7 is released again.
  • the procedure is initially such that when the motor vehicle door 1 is opened, the operator generates a corresponding signal on the input side of the control unit 8 with the aid of the operator sensor 12 .
  • the control unit 8 queries the environment sensor 9 and also the door sensor 11 .
  • Registered the environment sensor 9 in the example after figure 1 the obstacle 10 already referred to there in the pivoting range of the motor vehicle door 1, the control unit 8 ensures that the actuator 6 or the locking device 7 acts on the motor vehicle door 1, taking into account a start of braking specified by the control unit 8 and with a variable braking torque.
  • variable braking torque generated by the locking device 7 depends from signals from the other sensors 13, 14, 15. For example, if wind sensor 14 reports wind or gusts of wind, the braking torque is typically increased in order to be able to counteract any wind pressure acting on motor vehicle door 1 . The same applies in the event that the position sensor 13 detects an inclination of the motor vehicle body 2, as has already been described in the introduction.
  • the control unit 8 takes the signals from the relevant sensors 9, 11, 12, 13, 14, 15 into account in such a way that the start of braking and also the braking torque to be applied are optimally adapted to the respective situation be adjusted and it is ensured that the motor vehicle door 1 stops at a minimum distance and safely in front of the obstacle 10 and comes to a halt.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power-Operated Mechanisms For Wings (AREA)
  • Lock And Its Accessories (AREA)
  • Regulating Braking Force (AREA)

Claims (7)

  1. Procédé permettant d'actionner une portière de véhicule automobile (1) en termes de freinage, en particulier pour éviter une collision, selon lequel au moins un capteur (9, 11, 12, 13, 14, 15), un dispositif de verrouillage (7) et une unité de commande (8) sont associés à la portière de véhicule automobile (1), et selon lequel l'unité de commande (8) commande, en fonction de signaux du capteur (9, 11, 12, 13, 14, 15), le dispositif de verrouillage (7) afin d'immobiliser la portière de véhicule automobile (1), le dispositif de verrouillage (7) actionnant la portière de véhicule automobile (1) en tenant compte d'un début de freinage spécifié par l'unité de commande (8) et avec un couple de freinage variable, l'unité de commande (8) évaluant des signaux d'au moins deux capteurs (9, 11), à savoir un capteur d'environnement (9) et un capteur de portière (11), caractérisé en ce que l'unité de commande (8) évalue d'autres signaux d'un capteur de position de véhicule (13) ou d'un capteur de vent (14) et les utilise pour commander le dispositif de verrouillage (7), le couple de freinage variable généré par le dispositif de verrouillage (7) dépendant de signaux des autres capteurs (13, 14).
  2. Procédé selon la revendication 1, caractérisé en ce que le capteur d'environnement (9) détecte une plage de pivotement de la portière de véhicule automobile (1) et d'éventuels obstacles (10) qui s'y trouvent.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que le capteur de portière (11) est configuré pour déterminer une position relative de la portière de véhicule automobile (1) par rapport à une carrosserie de véhicule automobile (2) et/ou pour déterminer une vitesse de la portière de véhicule automobile (1).
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que l'unité de commande (8) spécifie le début de freinage et le couple de freinage pour le dispositif de verrouillage (7) en fonction des signaux du capteur d'environnement (9) et du capteur de portière (11).
  5. Procédé selon l'une des revendications 1 à 4, caractérisé en ce que le dispositif de verrouillage (7) actionne la portière de véhicule automobile (1) à l'état immobile avec un couple de maintien indépendant de la commande par l'unité de commande (8).
  6. Dispositif permettant d'actionner une portière de véhicule automobile (1) en termes de freinage, en particulier pour éviter une collision, permettant d'exécuter le procédé selon l'une des revendications 1 à 5, au moins un capteur (9, 11, 12, 13, 14, 15), un dispositif de verrouillage (7) et une unité de commande (8) étant associés à la portière de véhicule automobile (1), et l'unité de commande (8) commandant, en fonction de signaux du capteur (9, 11, 12, 13, 14, 15), le dispositif de verrouillage (7) afin d'immobiliser la portière de véhicule automobile (1), le dispositif de verrouillage (7) étant conçu pour actionner la portière de véhicule automobile (1) en tenant compte d'un début de freinage spécifié par l'unité de commande (8) et avec un couple de freinage variable, l'unité de commande (8) évaluant des signaux d'au moins deux capteurs (9, 11), à savoir un capteur d'environnement (9) et un capteur de portière (11), caractérisé en ce que l'unité de commande (8) évalue d'autres signaux d'un capteur de position de véhicule (13) ou d'un capteur de vent (14) et les utilise pour commander le dispositif de verrouillage (7), le couple de freinage variable généré par le dispositif de verrouillage (7) dépendant de signaux provenant des autres capteurs (13, 14).
  7. Dispositif selon la revendication 6, caractérisé en ce que le dispositif de verrouillage (7) présente un actionneur (6) accouplé à la portière de véhicule automobile (1) et interagissant avec un organe de réglage (4) raccordé à une carrosserie de véhicule automobile (2).
EP17706137.1A 2016-02-12 2017-01-19 Procédé et dispositif permettant d'agir sur porte de véhicule à moteur en termes de ralentissement, notamment aux fins d'évitement d'une collision Active EP3414415B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016102510.0A DE102016102510A1 (de) 2016-02-12 2016-02-12 Verfahren und Vorrichtung zur Beaufschlagung einer Kraftfahrzeugtür im Sinne eines Abbremsens insbesondere zur Kollisionsvermeidung
PCT/DE2017/100027 WO2017137030A1 (fr) 2016-02-12 2017-01-19 Procédé et dispositif permettant d'agir sur porte de véhicule à moteur en termes de ralentissement, notamment aux fins d'évitement d'une collision

Publications (2)

Publication Number Publication Date
EP3414415A1 EP3414415A1 (fr) 2018-12-19
EP3414415B1 true EP3414415B1 (fr) 2022-04-20

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EP17706137.1A Active EP3414415B1 (fr) 2016-02-12 2017-01-19 Procédé et dispositif permettant d'agir sur porte de véhicule à moteur en termes de ralentissement, notamment aux fins d'évitement d'une collision

Country Status (7)

Country Link
US (1) US10968667B2 (fr)
EP (1) EP3414415B1 (fr)
JP (1) JP6940055B2 (fr)
KR (1) KR102591937B1 (fr)
CN (1) CN109072644B (fr)
DE (1) DE102016102510A1 (fr)
WO (1) WO2017137030A1 (fr)

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DE102016102510A1 (de) 2017-08-17
WO2017137030A9 (fr) 2017-10-05
JP2019506549A (ja) 2019-03-07
EP3414415A1 (fr) 2018-12-19
WO2017137030A1 (fr) 2017-08-17
US20190055762A1 (en) 2019-02-21
CN109072644B (zh) 2020-10-09
CN109072644A (zh) 2018-12-21

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