EP4045346A1

EP4045346A1 - Vehicle door system and sensor device for a vehicle door system

Info

Publication number: EP4045346A1
Application number: EP20793314.4A
Authority: EP
Inventors: Markus Rosenthal; Christian Gitter; Sergej Gauerhof; Dalibor Rietdijk
Original assignee: Brose Fahrzeugteile SE and Co KG; Bode Die Tuer GmbH
Current assignee: Brose Fahrzeugteile SE and Co KG; Bode Die Tuer GmbH
Priority date: 2019-10-15
Filing date: 2020-10-15
Publication date: 2022-08-24
Also published as: WO2021074278A1; DE102019127732A1

Abstract

The invention relates to a vehicle door element (120, 122) for reversible closing of at least a part of a bodywork opening (102) on a vehicle (100) comprising a door leaf (124, 126) and at least one guide arm (128, 130, 132, 134) which has a door-side portion and a vehicle-side portion, the door-side portion of the guide arm (128, 130, 132, 134) being attached to the door leaf (124, 126) and the vehicle-side portion of the guide arm (128, 130, 132, 134) having connecting means (140, 142, 144, 146) which are designed for movable connection of the vehicle door element (120, 122) to the vehicle (100). The connecting means (140, 142, 144, 146) comprise at least one first connecting means (140, 142) which is designed for movable connection to a first guide track (150, 152) of a vehicle door system (110) of the vehicle (100), and at least one second connecting means (144, 146) which is designed for movable connection to a second guide track (154, 156) of the vehicle door system (110) of the vehicle (100). A sensor device (500) for a vehicle door system (110) comprises a sensor unit (510), an adjusting device (520), and a control unit (530) which is designed to control the adjusting device (520) in accordance with the position of at least one vehicle door element (120, 122) of the vehicle door system (110).

Description

Vehicle door system and sensor device for a vehicle door system

The present invention relates generally to the field of vehicle access. In particular, it relates to a vehicle door element for reversibly closing at least part of a body opening on a vehicle, the vehicle door element being designed to be slidably connected to the vehicle. It also relates to a vehicle door system, a sensor device for a vehicle door system, a passenger transport system and a method for operating a sensor device for a vehicle door system.

Various techniques for providing vehicle access are known. For example, one or more of three different types of door are conventionally used on buses, i.e. inside pivoting doors, pivoting sliding doors and outside pivoting doors. However, these types of doors have disadvantages when used on so-called people movers, i.e. passenger transport systems that are often used without a driver and over shorter distances. The doors described take up a relatively large amount of installation space within the passenger compartment, which is often already relatively small, and they also have a visible door mechanism. In addition, a relatively large amount of energy is required for their automatic operation. This is partly due to the relatively high weight of the doors and their operation sometimes by means of several electric motors.

In the passenger transport systems described, vehicle door systems with displaceable door elements are therefore often used. Since such passenger transport systems are usually operated without operating personnel, simple forms are used in the equipment both to protect passengers and to avoid targets of willful damage prefers. Vehicle doors are often designed as flat sliding doors without protruding parts. In addition, a sensor system is often provided that monitors danger areas, such as the path of automatic vehicle doors, for possible objects and people in them. The displaceable door elements are also often driven by means of several drives, of which, for example, one attaches to an upper area of the door element and another to a lower area of the door element and which are in a master-slave relationship to one another, in which a target position, for example of the drive is determined in the lower area based on a detected position of the actuator in the upper area.

In the case of the known vehicle door systems with displaceable doors, there are often restrictions on use on passenger transport systems with a small wheelbase because of the necessary travel path of the door elements. These restrictions also exist where the travel of the vehicle doors is along the outside of the vehicle. If the wheels are turned, there could also be the possibility of the door colliding with the wheel. The aforementioned restriction applies particularly to passenger transport systems on which all wheels can be steered. Complicated kinematics for vehicle doors, on the other hand, make it difficult to use suitable sensors for hazard detection. In addition, with drives in a master-slave relationship, disadvantages often result from an uneven load distribution between the drives due to a time delay that results from the signal generation for the slave drive.

A technique is therefore desirable which alleviates or avoids the aforementioned disadvantages.

According to a first aspect, a vehicle door element for reversibly closing at least part of a body opening on a vehicle is described. The vehicle door element comprises a door leaf and at least one guide arm which has a door-side section and a vehicle-side section, the door-side section of the guide arm being attached to the door leaf and the vehicle-side section of the guide arm having connecting means which are designed for the slidable connection of the vehicle door element to the vehicle are. The connecting means comprise at least one first connecting means, which is designed to be slidably connected to a first guide rail of a vehicle door system of the vehicle, and at least one second connecting means, which is designed to be slidably connected to a second guide rail of the vehicle door system of the vehicle. The guide arm can be rigid with respect to the door leaf. The first connecting means and the second connecting means can be arranged at a distance from one another along a displacement direction of the vehicle door element.

In the area of the first connecting means, the guide arm can extend parallel to the direction of displacement beyond a delimitation of the door leaf. In this case, the guide arm can extend in the area of the first connecting means in a closing direction of the vehicle door element beyond the delimitation of the door leaf.

The vehicle door element can comprise two guide arms which are arranged on opposite sides of the door leaf.

According to a further aspect, a vehicle door system is described. The vehicle door system comprises at least one vehicle door element of the type presented here, and at least one first guide rail for slidable connection to a first connecting means of the vehicle door element and at least one second guide rail for slidable connection to a second connecting means of the vehicle door element. The first guide rail extends at least substantially parallel to a direction of displacement of the vehicle door element. The second guide rail has at least one section that is not parallel to the direction of displacement.

The first connecting means can comprise a slide which is arranged displaceably on the first guide rail.

The vehicle door system can furthermore comprise at least one drive with at least one cable, the cable being attached to the slide.

The vehicle door system can comprise at least two vehicle door elements which are arranged with opposite closing directions. Additionally or alternatively, the vehicle door system can comprise at least two drives, each of which is provided for automatically moving the guide arm or the guide arms on one of the opposite sides of the door leaf. The at least two drives can be operated in a synchronized manner, in particular by means of a master-slave relationship between the drives and / or by means of a position sensor system in combination with a correction control with respect to at least one of the drives. When the vehicle door elements are in the closed position, guide arms which are associated with different vehicle door elements and which are arranged on the same side of the respective door leaf with respect to the body opening can overlap.

The drive can be designed to simultaneously drive the carriages of a plurality of guide arms which are arranged on the same side with respect to the body opening.

The vehicle door system can comprise at least one sensor device. The sensor device can comprise a sensor unit which has a directional detection area and is designed to detect the presence of an object in the detection area, and an adjustment device which is arranged on the sensor unit and is designed to adjust a position of the sensor unit, in this way that this changes an alignment of the detection area of the sensor unit. The sensor device can furthermore comprise a control unit which is designed to control the adjusting device as a function of the position of the vehicle door element.

According to a further aspect, a sensor device for a vehicle door system is described. The sensor device comprises a sensor unit which has a directional detection area and is designed to detect the presence of an object in the detection area, and an adjustment device which is arranged on the sensor unit and is designed to adjust a position of the sensor unit such that an alignment of the detection range of the sensor unit changes. The sensor device further comprises a control unit which is designed to control the adjustment device as a function of the position of at least one vehicle door element of the vehicle door system.

The sensor unit and the adjustment device can be designed for arrangement on the vehicle door element. The control unit can be designed to control the adjusting device in such a way that, in a closed position and / or in a fully open position of the vehicle door element, the sensor unit is in a recessed position in the vehicle door element.

The vehicle door system can be designed such that the vehicle door element can be displaced between a closed and a fully open position along a non-straight travel path. The control unit can be designed to control the adjusting device in such a way that the detection area of the sensor unit has an in Depending on the position of the vehicle door element according to the travel includes variable hazard area.

The control unit can also be designed to determine a position of the detection area in relation to the vehicle door system as a function of the position of the vehicle door element.

According to a further aspect, a passenger transportation system is described. The passenger transport system comprises a vehicle door element, a vehicle door system and / or a sensor device of the type presented here.

According to a further aspect, a method for operating a sensor device for a vehicle door system is described. The vehicle door system comprises a sensor unit which has a directional detection area and is designed to detect the presence of an object in the detection area, and an adjusting device which is arranged on the sensor unit and is designed to adjust a position of the sensor unit such that an alignment of the detection range of the sensor unit changes, and a control unit which is designed to control the adjusting device as a function of the position of at least one vehicle door element of the vehicle door system. The method comprises determining, by means of the control unit, a position of the vehicle door element, generating, by means of the control unit and depending on the determined position of the vehicle door element, a control signal for controlling the adjusting device, and outputting, by means of the control unit, the control signal to the adjusting device.

According to a further aspect, a further vehicle door system for reversibly closing a body opening on a vehicle is described. The vehicle door system comprises at least one vehicle door element and a drive device with at least one first drive and at least one second drive for automatically moving the vehicle door element between an open position and a closed position of the vehicle door element. The vehicle door system also comprises a control device which is designed to control the drive device according to a master-slave relationship, such that the second drive is controlled at least partially on the basis of an assumed set position of the first drive, the assumed set position of the first drive being combined is made up of at least one determined setting position of the first drive and a stored one Position offset. The position offset has a variable as a function of a position of the vehicle door element.

The position of the vehicle door element can be related to a location in a region between the closed position and the open position of the vehicle door element and / or a travel path of the vehicle door element.

The size of the position offset can be variable in relation to a travel path of the vehicle door element in such a way that an amount of the position offset in an initial area of the travel path is smaller than in at least one further area of the travel path. The starting area of the travel path can include the closed position or the open position of the vehicle door element. The amount of the position offset in the closed position or the open position of the vehicle door element can be zero in the initial area.

The size of the position offset can be variable in relation to a travel path of the vehicle door element in such a way that an amount of the position offset in one end region of the travel path is smaller than in at least one further region of the travel path. The end region of the travel path can include the open position or the closed position of the vehicle door element. The amount of the position offset in the open position or the closed position of the vehicle door element can be zero in the end area.

The size of the position offset can be variable in relation to a travel path of the vehicle door element in such a way that an amount of the position offset is at least substantially constant over a central region of the travel path that extends between an initial region and an end region of the travel path.

The size of the position offset can have a constant profile over the travel path of the vehicle door element.

The value of the position offset can be variable as a function of the determined control position of the first drive. The determined position of the first drive can indicate the position of the vehicle door element.

The first drive can be connected to an upper area of the vehicle door element and the second drive can be connected to a lower area of the vehicle door element. Furthermore, the Vehicle door element between the open position and the closed position can be at least substantially horizontally displaceable.

The vehicle door system can have at least one coupling element which releasably connects the second drive to the vehicle door element. The vehicle door system can be designed to release the coupling element when the vehicle door element is in the open position and / or in the closed position.

The vehicle door system can have a processor unit and at least one detection device which is designed to detect a measured variable which indicates a state of at least one of the vehicle door element, the first drive and the second drive. In this case, the processor unit can be designed to change the stored position offset at least partially on the basis of the detected measured variable and to store the changed position offset.

The at least one detection device can comprise a current consumption detection device which is designed to detect a current consumption of the first drive and the second drive. Furthermore, the processor unit can be designed to change the stored position offset at least partially on the basis of the recorded current consumption.

The at least one detection device can comprise a position or movement detection device that allows a movement of the vehicle door element to be determined as a result of the coupling element being released. The processor unit can be designed to change the stored position offset at least partially on the basis of the determined movement of the vehicle door element.

The vehicle door system can have a capacitive anti-trap device.

According to a further aspect, a further passenger transport system is described. The passenger transport system comprises a vehicle door system according to one of the preceding claims.

According to a further aspect, a method for controlling a vehicle door system is described. The vehicle door system is provided for reversibly closing a body opening on a vehicle and comprises at least one Vehicle door element and a drive device with at least one first drive and at least one second drive for automatically moving the vehicle door element between an open position and a closed position of the vehicle door element. The method comprises controlling, by means of a control device of the vehicle door system, the drive device according to a master-slave relationship, such that the second drive is controlled at least partially on the basis of an assumed set position of the first drive, the assumed set position of the first drive being at least composed from a determined set position of the first drive and a stored position offset, and the position offset has a variable as a function of a position of the vehicle door element.

Further details, objects, and advantages of the invention will be apparent from the drawings and detailed description.

Show it:

1 and 2 schematic representations of a passenger transport system with a vehicle door system in different positions according to an exemplary embodiment;

FIG. 3 shows a schematic illustration of an upper section of the vehicle door system from FIG. 1; FIG.

FIG. 4 shows a schematic illustration of a lower section of the vehicle door system from FIG. 1; FIG.

5 shows a schematic representation of a sensor device according to a further exemplary embodiment;

6 shows a flow diagram of a method for operating a sensor device for a vehicle door system according to a further exemplary embodiment;

7A and 7B schematic representations of a vehicle door system in different positions according to a further exemplary embodiment; 8 shows a schematic profile of a variable position offset as a function of a position of a vehicle door element, and

9 shows a flow diagram of a method for controlling a vehicle door system.

1 shows a perspective view of a section of a passenger transport system 100. The section shows in particular the area of a body opening 102 of the passenger transport system 100, which in the example shown corresponds to a side door. A vehicle door system 110 is provided for reversibly closing the body opening 102. The vehicle door system 110 comprises two vehicle door elements 120, 122 which are arranged in a manner similar to a double sliding door. For automatic opening and closing, a drive 160, 170, each with an electric motor 162, 172, is provided in the upper and lower areas of the vehicle door system 110, each of which can selectively apply a tensile force to each of the vehicle door elements 120, 122 via a cable 164, 174 on each of the vehicle door elements 120, 122 the opening or closing direction of the respective vehicle door element 120, 122 can exercise.

The vehicle door elements 120, 122 are designed and arranged approximately mirror-symmetrically. For the sake of simplicity, the following description relates only to one of the vehicle door elements 120. The following statements apply accordingly to the other vehicle door element 122. The vehicle door element 120 comprises a door leaf 124, on the upper and lower edge of which a guide arm 128, 132 is attached. Each of the guide arms 128, 132 is rigid with respect to the door panel 124. The vehicle door element 124 is connected to the passenger transport system 100 via the guide arms. The guide arms are mounted in guide rails 150, 154 of the vehicle door system 110, which are attached to the passenger transport system 100 in the floor area and in an upper area of the vehicle door system 110. The guide rails 150, 154 in the floor area and corresponding guide rails (not shown) in the upper area enable the vehicle door element 120 to be displaced between a closed position, in which the vehicle door element 120 partially closes the body opening 102, and an open position.

The following description relates to the lower guide arm 128 and its mounting in the guide rails 150, 154 in the floor area of the passenger transport system 100. The mounting of the upper guide arm 132 of the vehicle door element 120, which is not shown in FIG. 1, is designed analogously. The following statements therefore apply accordingly to the upper mounting of the vehicle door element 120. The guide arm 128 is mounted in two guide rails 150, 154. For this purpose, the guide arm 128 has connecting means 140, 144 in a section on the vehicle side, which allow a displaceable connection to the guide rails 150, 154. The connecting means 140, 144 comprise, for example, a roller bearing and / or a slide.

The guide arm 128 is attached with a door-side section close to an inner limit of the door leaf 124, that is to say in the closing direction of the vehicle door element 120. The guide arm 128 is also designed in such a way that it protrudes beyond the inner delimitation of the door leaf 124 in the closing direction. A first mounting of the guide arm 128 with the aid of first connecting means 140 on a first guide rail 150 is arranged on the guide arm 128 in such a way that they are also in a position protruding beyond the inner boundary of the door leaf 124. A second connecting means 144 is arranged on the guide arm 128 in a manner that is not in conflict with the first connecting means 140. The second connecting means 144 brings about a displaceable connection between the guide arm 128 and a second guide rail 154.

The illustrated mounting of the guide arm 128 in the guide rails 150, 154 allows the vehicle door element 120 to be displaced in a displacement direction which, in the example shown, runs essentially parallel to the vehicle direction. At the same time, the storage in two guide rails 150, 154 by connecting means 140, 144, which are spatially spaced apart, allows a pivoting movement of the vehicle door element 120, which is superimposed on the displacement, through a suitable course of the guide rails 150, 154 relative to one another. The positioning of at least the first connecting means 140 protruding beyond an inner boundary of the door leaf 124 increases an achievable pivoting path of the door leaf 124 with respect to an outer boundary of the passenger transport system 100. This is advantageous, for example, by pivoting the door leaf 124 on a wheel area of the passenger transport system 100 to allow over. As a result of the pivoting movement superimposed on the displacement, a center of gravity of the vehicle door element 120 moves away from the passenger transport system 100 towards the outside when it is opened. In the case of a passenger transport system 100 with tilting technology, this reduces, for example, the amount of energy required to open the vehicle door system 110. In some examples, the same applies to a subsequent closing of the vehicle door system 110 after the passenger transport system 100 has been tilted back. In the case of the functions described above, a leverage effect of the guide arms can also advantageously be used. In Fig. 1 120 trajectories Ta, Ti are shown at the lower edge of the vehicle door element. These correspond to the movements of the lower corners of the door leaf 124 at its inner boundary, Ti, and its outer boundary, Ta. Of the trajectories shown, that of the inner boundary Ti runs essentially parallel to the direction of displacement and essentially parallel to the first guide rail 150. The trajectory In contrast, Ta of the outer boundary of the door leaf 124 describes an outward-pointing course according to the superimposed pivoting movement. This is brought about by a corresponding course of the second guide rail 154, which is at least partially non-parallel and, in the example shown, also curved in sections with respect to the course of the first guide rail 150.

A drive 170 is provided for automatically moving the guide arm 128 in the guide rails 150, 154. An electric motor 172 of the drive 170 acts on a cable 174. The cable 174 is attached to a slide of the first connecting means 140 and thus transmits a tensile force to the guide arm 128 in the area of its first mounting in the first guide rail 150 With the guide arm 128 on the door leaf 124 as well as those of the first and second guide rails 150, 154 with respect to one another, the vehicle door element 120 as a whole follows the predetermined travel path according to the complex movement described when the first mounting is moved. This is advantageous compared to other types of vehicle door systems for generating complex or superimposed movements that provide several drives for this purpose. In the manner described, the vehicle door system 110 allows a simpler implementation and an energy-saving operation.

The provision of separate drives 160, 170 in the upper and lower areas of the vehicle door system 110 also makes a mechanical transmission of the drive force between the upper and lower guide arm 128, 130 of each of the vehicle door elements 120, 122, as is often done by means of a rotating column in conventional pivoting sliding doors , dispensable. In the vehicle door system 110, a reduction in the usable space by means of one or more rotating columns is thus avoided. Rotary columns are also torsion-resistant and often correspondingly heavy. By eliminating the need for rotating columns, the vehicle door system 110, on the other hand, enables a lighter construction.

The vehicle door system 110 as shown in FIG. 1 is designed as a double door. However, what has been said above also applies to different examples in which only one vehicle door element 120 is provided, which completely closes the body opening 102. When designed as a double door, it is because of the extension of the Guide arm 128 beyond the inner boundary of the door leaf 124 and the corresponding design of the lower guide arm 130 of the opposite vehicle door element 122, it is necessary to arrange the guide arms 128, 130 vertically offset from one another. When the vehicle door system 110 is in the closed position, the guide arms 128, 130 thus overlap. Such an overlapping, nested arrangement also favors a compact and stable construction of the vehicle door system 110.

Even with the design as a double door, a single drive 170 in the bottom area is sufficient to drive both guide arms 128, 130. This is possible through a suitably selected course of the cable 174. The same applies to the drive 160 in the upper area of the vehicle door system 110. This allows a simple one and energy-saving implementation of the drive even when training as a double door. The upper drive 160 and the lower drive 170 are, for example, controllable in a synchronized manner via a master-slave relationship.

2 shows the passenger transport system 100 with the vehicle door system 110 in the fully open position of the vehicle door elements 120, 122.The position of each of the vehicle door elements 120, 122 protruding and pivoted from the passenger transport system 100 according to the trajectories Ta, Ti can also be seen -parallel and near the closed position of the respective vehicle door element 120, 122 curved path in sections of the second guide rails 154, 156.

3 shows a detailed section of the vehicle door system 110 in the area of its upper mounting when the vehicle door system 110 is in the closed position. The overlapping arrangement of the guide arms 132, 134 is shown. In addition, the electric motor 162 is shown, which drives the guide arms 132, via the cable 164. 134 drives together.

4 shows a detail of the vehicle door system 110 in the area of its lower mounting. The perspective shown corresponds to a view when the vehicle door system 110 is in the closed position and the vehicle floor is removed. 3 shows the overlapping arrangement of the guide arms 128, 130 as well as the connection of the first connection means 140, 142 with the respective associated first guide rail 150, 152 and the connection of each of the second connection means 144, 146 with the respectively associated second guide rail 154 , 156. The lower drive 170 with electric motor 172 and cable 174 can also be seen. 5 shows schematically and by way of example a sensor device 500 for a vehicle door system, for example for the vehicle door system 110 as described above. The sensor device 500 comprises a sensor unit 510 with a directional detection area E. The sensor unit 510 is designed to detect the presence of an object and / or a person in the detection area. In addition, the sensor unit 510 is attached to an adjustment device 520. The adjusting device 520 enables a position of the sensor unit 510 to be changed in such a way that an alignment of the detection area E of the sensor unit 510 can be changed. The sensor device 500 also includes a control unit 530. The control unit 530 is functionally connected to the adjustment device 520 in order to control it and thus to change an alignment of the detection area E. As part of a vehicle door system, the control unit 530 is also designed to control the adjusting device 520 as a function of a position of one or more automatically adjustable vehicle door elements of the vehicle door system, such as one of the vehicle door elements 120, 122.

As described above, each of the vehicle door elements 120, 122, when opening and closing, follows a complex movement in which, for example, displacement and pivoting movements are superimposed. Particularly on passenger transport systems 100 that operate without operating personnel, precise and reliable monitoring of hazardous areas, such as the travel path of an automatic door, is necessary in order to avoid collisions. Complex movements make appropriate monitoring more difficult, since a danger area in relation to the moving part also changes due to its changing movement behavior. The sensor device 500 is advantageous in this regard, since it allows the detection area to be adapted to the changing danger area, in particular as a function of a position of a vehicle door element 120, 122 on its travel path.

In some examples, a sensor device 500 is attached to a vehicle door element 120 and monitors the resulting danger area when the vehicle door element 120 is opened or closed. Depending on the position of the vehicle door element 120 and its upcoming driving or pivoting behavior due to the predetermined movement, the control unit 530 controls the adjusting device 520 such that the danger area is in the detection area E of the sensor unit 510. In some examples, the sensor device 500 is designed such that when the vehicle door element 120 is in the closed and / or fully open position, ie when there is no danger zone, the adjusting device 520 moves into a position sunk into the vehicle door element 120. In this way, the risk of damage to the sensor device 500 due to accidental or deliberate collisions is reduced. At the same time, the risk of injury to passers-by is reduced by the sensor device 500 in this way.

The sensor unit 510 is, for example, a radar sensor.

6 shows a flow diagram of a method for operating a sensor device for a vehicle door system of the type described above. In particular, the method 600 is suitable for operating the sensor device 500 as part of the vehicle door system 110. The method 600 initially includes determining a position of the vehicle door element by means of the control unit. The control unit is, for example, an electronic control unit of the vehicle, step 610. Subsequently, a control signal for controlling the adjusting device is generated by means of the control unit and depending on the specific position of the vehicle door element, step 620 output of the control unit to the adjustment device, step 630.

7 schematically shows a vehicle door system 700 according to a further example. The vehicle door system 700 is, for example, a vehicle door system of the type described above with regard to its basic components and their functionality. In particular, the vehicle door system 700 comprises a first vehicle door element 720 and a second vehicle door element 722, which are horizontally displaceable for the reversible closing of a body opening. In addition, the vehicle door system 700 comprises a drive device 750 for automatically actuating the vehicle door elements 720, 722. In the example shown, this has a first drive 760 in the upper area of the vehicle door system 700 and a second drive 770 in the lower area of the vehicle door system 700. The first drive 760 is configured to apply a driving force to an upper portion of each of the vehicle door panels 720, 722. Correspondingly, the second drive 770 is designed to exert a driving force on a lower part of each of the vehicle door elements 720, 722. The drive device 750 can be controlled by means of a control unit 730 of the vehicle door system 700. The drives 760, 770 are operated in a master-slave relationship to one another. A setpoint position for the slave drive, which in the present example is the second drive 770, is determined on the basis of a setting position of the master drive, in the example shown, the first drive 760. For example, the first drive 760 is controlled by the control unit 730 in order to move the vehicle door elements 720, 722. A movement or a changed position of the vehicle door elements 720, 722 is detected by sensors, for example, and a corresponding control signal for the second drive 770 is determined by the control unit 730 based on the detected movement or position and output to the second drive 770. A coupling element 772, 774 is provided between the second drive 770 and each of the vehicle door elements 720, 722 for the releasable connection between the second drive 770 and the vehicle door elements 720, 722. These serve to release the second drive 770 from the vehicle door elements 720, 722 when the door is in the fully open position. In other examples, only one coupling element, arranged approximately centrally on the second drive, is provided in order to releasably connect the two vehicle door elements 720, 722 to the second drive.

In conventional vehicle door systems in which drives are operated in a master-slave relationship, disadvantages usually result from a time-delayed control of the slave drive. Such a delay results from the processing time required to determine the set position of the master drive and to determine the control signal for the slave drive on the basis of the set position of the first drive determined in this way. Even if this is usually low, there is still an uneven load distribution between the drives. Particularly when a vehicle door element is approached from a standing position, for example a completely closed or open position, a load is initially completely eliminated on the master drive. This results in a higher power consumption and a correspondingly higher heat generation and can lead to an early failure of the master drive. In other situations, too, there are comparable disadvantages from the fact that the slave drive lags behind the master drive.

To alleviate this problem, it is known to apply a position offset to the determined set position of the master drive and to determine the control signal for the slave drive on the basis of the set position of the master drive to which the position offset is applied. The position offset is ideally selected so that it at least partially compensates for the time delay resulting from the generation of the control signal for the slave drive. In order to determine the control signal for the slave drive, a setting position of the master drive is assumed that is determined by the Position of the master drive is upstream in the direction of travel of the vehicle door element. For example, the position which the master drive will have assumed at the moment when the control signal is provided to the slave drive is assumed as the set position of the master drive for generating the control signal for the slave drive. The position offset corresponds approximately to the product of the time delay resulting from the generation of the control signal for the slave drive and an average travel speed of the vehicle door element. In other examples, the position offset is selected differently. Here, too, the position offset is typically selected in such a way that disadvantages resulting from a time delay between the master drive and slave drive are reduced.

In known vehicle door systems, the position offset is a predetermined value for the respective system. This is for example stored as a constant value in a memory unit of the controller, which is used to determine the control signal for the slave drive, and is used as an additive constant when determining the control signal for the slave drive.

However, there are further disadvantages when using a constant position offset. When a vehicle door element starts up from a rest position, the master drive does not immediately reach the intended travel speed, but is subject to acceleration. If, in this case, the control signal for the slave drive is determined using a position offset that is selected on the basis of the average or final travel speed of the master drive, the slave drive would therefore have an assumed set position of the master drive when the vehicle door element starts up specified that is too far in front of the relevant position of the master drive. This in turn leads to an uneven load distribution between the master drive and slave drive, in this case at the expense of the slave drive.

In addition, when the end of a travel path is reached, for example when the door is completely open, the slave drive would be given a target position at the end of the travel which is beyond the end position. This often means that when the door is fully opened, the vehicle door element on the slave drive side is initially driven into an overstretched position. When the drive is switched off or the slave drive is decoupled from the vehicle door element, for example by means of the coupling elements 772, 774 in the example of FIG. 7A, this is expressed in the vehicle door elements 720, 722 jumping back or sinking in the area of the slave -Drive from the overstretched position to a relaxed resting position. This is shown schematically in FIG. 7B by the arrows in the lower part Area of the vehicle door elements 720, 722 indicated. Such a sagging back of the vehicle door element, which often results in an undesirable wobbling of the door, is favored by the fact that vehicle door elements 720, 722 are typically rigidly guided on the master side, whereas the guide on the slave side has greater play.

In addition to the aesthetic disadvantage of such a springing back or collapsing of the vehicle door elements, further disadvantages result from the fact that this movement is uncontrolled and an exact position of the vehicle door element is therefore random on the slave side. This has a disadvantageous effect on functions of the vehicle door system which require precise knowledge of the position of the vehicle door element. Capacitive anti-trap protection systems, for example, are usually calibrated with reference to a master-side position of the vehicle door element. If the vehicle door element is then closed from a position of the vehicle door element that deviates significantly from the calibration position on the slave side, errors can result. For example, approaching the closed position can be incorrectly interpreted as a trapping situation if the vehicle door element on the slave side is already closer to a body part than provided according to the calibration. This in turn can lead to unnecessary and undesired triggering of automatic safety measures, such as an automatic reopening of the vehicle door element.

In the case of many vehicle door elements, a travel speed is also often not exactly constant in a central region of the travel path, but is subject to position-dependent fluctuations. A constant position offset therefore also leads to an uneven load distribution between the drives in these cases.

FIG. 7B shows the vehicle door system 700 from FIG. 7A in an open position. The vehicle door elements 720, 722 are each shifted to the side and the body opening 702 is released between the vehicle door elements 720, 722. The coupling elements 772, 774 are also in the open position. As shown by the arrows in the lower area of the vehicle door elements 720, 722, releasing the coupling elements 772, 774 causes the vehicle door elements 720, 722 to collapse in their lower area, at least if the position offset is not ideally selected.

To avoid the disadvantages of conventional vehicle door systems described above, the vehicle door system 700 is designed to apply a position offset to a determined setting position of the first drive 760, which is in a Storage device 734 of the control unit 730 is stored and which has a variable size of a position of the vehicle door element 720, 722. FIG. 8 shows, by way of example, a position offset Dc which has a position-dependent value. In the example shown, the position offset Dc is variable in relation to a location in the range from a closed position (0%) of the vehicle door element to a fully open position (100%) of the vehicle door element. In the diagram, a position offset in the opening direction of the door is plotted as a positive value and in the closing direction of the door as a negative value. In other examples, the position offset stored in the storage device 734 is additionally or alternatively stored in relation to a travel path, for example starting from any desired rest position of the vehicle door element between a closed and an open position. The following statements also apply accordingly to a travel-related position offset or can be transferred to such a position in a manner that is easily recognizable to a person skilled in the art.

As can be seen from FIG. 8, when the vehicle door element is opened from the closed position, a maximum offset value is not immediately applied. Instead, the position offset has a smaller size in an initial area Ai than in a subsequent area Mi. An unequal load distribution between master and slave drive during acceleration of the master drive, as described above for conventional systems, can thus be reduced . In the example of FIG. 8, the position offset Dc in the starting area Ai describes, in particular, a rising edge, for example according to an increasing travel speed of the master drive. In the example shown, the position offset also starts with an initial value of zero. In other examples, different initial values are used, but here too the position offset in the initial area Ai is less than in at least one subsequent area of the travel path.

In the central area Mi of the travel path in the opening direction, the stored position offset Dc consistently has its highest value. This corresponds approximately to the product of the travel speed of the vehicle door element when the first drive 760 is retracted and the time span required to provide the control signal to the second drive 770. In the example shown, the position offset in the central area Mi is constant. In other examples, as described below, however, an uneven course of the position offset can also be used in the central area Mi des. When the open position is approached in an end region Ei, the position offset is lowered. In this way, a set position for the second drive 770 that is in front of the end position of the vehicle door element is reduced, which would otherwise appear in an overstretched position of the vehicle door element in its lower area and consequently in the vehicle door elements jumping back or collapsing. In the example shown, the position offset is reduced to zero when the vehicle door element on the master side reaches the fully open position. This avoids overstretching on the slave side due to the position offset compared to the master-side position. In other examples, however, the reduction in the position offset in the end region Ei can also result in a value of the position offset other than zero. For example, in some vehicle door systems, due to the play-related guidance of the vehicle door element in its lower area, an offset Äx ₂ different from zero, for example even directed against the direction of travel, as indicated by the dotted diagonal in the right area of the diagram in FIG Approach the vehicle door element in its lower area with as little tension as possible before the corresponding coupling element 772, 774 is released. In this way, undesired wobbling of the vehicle door element when the coupling 772, 774 is released can be minimized in a manner specific to the vehicle door system 700.

According to FIG. 8, what has been described above for an opening process of the vehicle door can also be used in the closing direction of the vehicle door element. When the vehicle door element is approached in the closing direction, an upstream position offset in the closing direction, i.e. negative in the diagram, increases in magnitude up to a value -Dc within an initial range An. Correspondingly, the applied position offset decreases in terms of amount when approaching the closed position, i.e. in the diagram in a positive direction.

In some examples of the vehicle door system 700, a position-dependent position offset according to the preceding is stored as a constant characteristic in the storage device 734. The course of the position offset is determined, for example, by the manufacturer and specifically for the vehicle door system 700 and is stored in the storage device 734.

In further examples of the vehicle door system 700, an adaptation of the position offset stored in the storage device 734 is also possible subsequently during the operation of the vehicle door system 700. In particular, some examples of the vehicle door system 700 are for an automatic adjustment of the position offset and for the Storing a position offset adapted in this way is formed. This allows, for example, an optimization of the position-dependent position offset to an individual nature of the respective vehicle door system. In addition, a change, for example due to wear, such as play in the guidance of a vehicle door element 720, 722, can be taken into account in this way, with an optimized position offset being provided at every point in time.

Detection devices 710, 712 of the vehicle door system 700 are provided for the described purpose of automatically adapting the position offset. Each of the acquisition devices 710, 712 is used to acquire a measured variable which indicates a state of the respective vehicle door element 720, 722, of the first drive 760 and / or of the second drive 770. A processor unit 732 of the control unit 730 is designed to change the stored position offset on the basis of the recorded measured variables and to store the position offset thus changed in the storage device 734.

One of the detection devices 710, 712 is one

Current consumption detection device 710. This is designed to detect a current consumption of the first drive 760 and of the second drive 770. On the basis of the recorded current consumption, it is possible to infer an unequal load distribution between the first drive 760 and the second drive 770 by comparing using the processor unit 732. By varying the position offset at the corresponding position of the vehicle door element during subsequent operating processes of the vehicle door system 700, it is possible to determine an optimal position offset at which, for example, a difference in the power consumption is minimal. In the course of several opening and closing processes of the vehicle door system 700, an ideal offset profile for the entire travel path can be iteratively learned and stored on the basis of the measured variables recorded in each case and position offset values that are varied on the basis of them.

In the manner described, an optimized position offset can also be achieved for different positions in the respective central area Mi, M _M with a variable displacement speed of the vehicle door element 720, 722 within this area.

Another of the detection devices 710, 712 is a movement detection device 712. This is designed to detect a movement, in particular a springing back or sagging, of a respective vehicle door element 720, 722 to capture. This allows the detection of undesired movements of the vehicle door element 720, 722, which occurs due to offset when the coupling elements 732, 734 are opened. The learning and storage of a position offset optimized with regard to such undesired movements, for example in an end area Ei, En of the respective travel path, takes place analogously to the previously described optimization of the position-dependent position offset on the basis of the measured variables recorded by means of the current consumption recording device 710.

If the position offset is adjusted after the vehicle door element has been recognized as jumping back, as described here, it is also advantageous to recalibrate position-dependent functions of the vehicle door system 700, such as a capacitive anti-trap protection system, on the basis of the adjusted position offset.

9 schematically shows a block diagram of a method 900 for controlling a vehicle door system. The vehicle door system is used to reversibly close a body opening on a vehicle and comprises at least one vehicle door element and a drive device with at least one first drive and at least one second drive for automatically moving the vehicle door element between an open position and a closed position. This is, for example, the vehicle door system 700 as described in connection with FIGS. 7A and 7B. The method 900 includes controlling, by means of a control device of the vehicle door system, the drive device according to a master-slave relationship, such that the second drive is controlled at least partially on the basis of an assumed set position of the first drive, step 910. The assumed set position of the first The drive is composed of at least one determined setting position of the first drive and a stored position offset. The position offset has a variable as a function of a position of the vehicle door element.

List of reference symbols:

100 - passenger transport system

102, 702 - body opening 110, 700 - vehicle door system

120, 122, 720, 722 - vehicle door element 124, 126 - door leaf

128, 130, 132, 134 - guide arm 140, 142 - first connecting means 144, 146 - second connecting means 150, 152 - first guide rail 154, 156 - second guide rail

160, 170, 760, 770 - drive

162, 172 - electric motor

164, 174 - cable pull

500 - sensor device

510 - sensor unit

520 - adjusting device

530, 730 - control unit 600 - method

610, 620, 630 - process steps

710, 712 - detection device

732 - processing unit

734 - storage device

750 - drive device

772, 774 - coupling element E - detection area

Ta, Ti - trajectories

Ai, An, Mi, Mn, EI, EN - travel range Dc, ÄX ₂ - position offset

Claims

Expectations

1. Vehicle door element (120, 122) for reversibly closing at least part of a

Body opening (102) on a vehicle (100), comprising a door leaf (124, 126) and at least one guide arm (128, 130, 132, 134) which has a door-side section and a vehicle-side section, the door-side section of the guide arm ( 128, 130, 132, 134) is attached to the door leaf (124, 126) and the vehicle-side section of the guide arm (128, 130, 132, 134) has connecting means (140, 142, 144, 146) which are used for the slidable connection of the

Vehicle door elements (120, 122) are formed with the vehicle (100), characterized in that the connecting means (140, 142, 144, 146) comprise at least one first connecting means (140, 142) which is designed to be slidably connected to a first guide rail ( 150, 152) of a vehicle door system (110) of the vehicle (100), and at least one second connecting means (144, 146) which is designed to be slidably connected to a second guide rail (154, 156) of the vehicle door system (110) of the vehicle (100 ) is trained.

2. The vehicle door element according to claim 1, characterized in that the guide arm (128, 130, 132, 134) is rigid with respect to the door leaf (124, 126), and the first connecting means (140, 142) and the second connecting means (144 , 146) are arranged at a distance from one another along a displacement direction of the vehicle door element (120, 122).

3. Vehicle door element according to claim 1 or 2, characterized in that the guide arm (128, 130, 132, 134) extends in the area of the first connecting means (140, 142) parallel to the direction of displacement over a delimitation of the door leaf (124, 126) extends beyond.

4. The vehicle door element according to claim 3, characterized in that the guide arm (128, 130, 132, 134) extends in the area of the first connecting means (140, 142) in a closing direction of the vehicle door element (120, 122) over the boundary of the door leaf ( 124, 126).

5. Vehicle door element according to one of the preceding claims, characterized in that the vehicle door element (120, 122) has two guide arms (128, 130, 132, 134), which are arranged on opposite sides of the door leaf (124, 126).

6. The vehicle door system (110) comprising:

- At least one vehicle door element (120, 122) according to one of the preceding claims, and

- At least one first guide rail (150, 152) for displaceable connection to a first connecting means (140, 142) of the vehicle door element (150, 152) and at least one second guide rail (154, 156) for displaceable connection to a second connecting means (144, 146) ) of

Vehicle door element (120, 122), characterized in that the first guide rail (150, 152) extends at least substantially parallel to a direction of displacement of the vehicle door element (120, 122) and the second guide rail (154, 156) extends at least one section which is not parallel to the direction of displacement having.

7. The vehicle door system according to claim 6, characterized in that the first connecting means (140, 142) comprises a slide which is arranged displaceably on the first guide rail (150, 152).

8. The vehicle door system according to claim 7, characterized in that the vehicle door system (110) further comprises at least one drive (160, 170) with at least one cable (164, 174), the cable (164, 174) being attached to the slide.

9. The vehicle door system according to claim 8 with at least one vehicle door element according to claim 5, characterized in that the vehicle door system (110) comprises at least two drives (160, 170), each of which for automatically moving the at least one guide arm on one of the opposite sides of the Door leaf (124, 126) is provided.

10. The vehicle door system according to one of claims 6 to 9, characterized in that the vehicle door system (110) comprises at least two vehicle door elements (120, 122) which are arranged with opposite closing directions.

11. The vehicle door system according to claim 10, characterized in that when the vehicle door elements (120, 122) are in the closed position, guide arms (128, 130, 132, 134), the various vehicle door elements (120, 122) are associated and those with reference to the body opening ( 102) are arranged on the same side of the respective door leaf (124, 126), overlap one another.

12. The vehicle door system according to claim 10 or 11 in conjunction with claim 8, characterized in that the drive (160, 170) is designed to move the carriages of a plurality of guide arms (128, 130, 132, 134) which, with respect to the body opening ( 102) are arranged on the same side to be driven at the same time.

13. Vehicle door system according to one of claims 6 to 12, characterized by at least one sensor device (500) comprising: a sensor unit (510) which has a directional detection area (E) and is designed to detect the presence of an object in the detection area (E ) to detect an adjusting device (520) which is arranged on the sensor unit (510) and is designed to adjust a position of the sensor unit (510) such that an alignment of the detection area (E) of the sensor unit (510) is thereby changes, and a control unit (530) which is designed to control the adjusting device (520) as a function of the position of the vehicle door element (120, 122).

14. A sensor device (500) for a vehicle door system (110) comprising: a sensor unit (510) which has a directional detection area (E) and is designed to detect the presence of an object in the detection area (E), an adjustment device (520 ), which is arranged on the sensor unit (510) and is designed to adjust a position of the sensor unit (510) such that an alignment of the detection area (E) of the sensor unit (510) changes, and a control unit (530), which is designed to control the adjusting device (520) as a function of the position of at least one vehicle door element (120, 122) of the vehicle door system (110).

15. Sensor device according to claim 14, characterized in that the sensor unit (510) and the adjusting device (520) are designed for arrangement on the vehicle door element (120, 122).

16. Sensor device according to claim 15, characterized in that the control unit (530) is designed to control the adjusting device (520) such that in a closed position and / or in a fully open position of the vehicle door element (120, 122) the The sensor unit (510) is in a sunk position in the vehicle door element (120, 122).

17. Sensor device according to one of claims 14 to 16, characterized in that the vehicle door system (110) is designed such that the vehicle door element (120, 122) is displaceable between a closed and a fully open position along a non-straight travel path, and the control unit (530) is designed to control the adjusting device (520) in such a way that the detection area (E) of the sensor unit (510) comprises a danger area that changes depending on the position of the vehicle door element (120, 122) according to the travel path.

18. Sensor device according to claim 17, characterized in that the control unit (530) is further designed to determine a position of the detection area (E) in relation to the vehicle door system (110) as a function of the position of the vehicle door element (120, 122) .

19. Passenger transport system (100), comprising a vehicle door element according to one of claims 1 to 5, a vehicle door system according to one of claims 6 to 13, and / or a sensor device according to one of claims 14 to 18.

20. A method (600) for operating a sensor device (500) for a vehicle door system (110), wherein the vehicle door system (110) comprises: a sensor unit (510) which has a directional detection area (E) and is designed to detect the presence of a To detect an object in the detection area (E), an adjustment device (520) which is arranged on the sensor unit (510) and is designed to adjust a position of the sensor unit (510) such that an alignment of the detection area (E) the sensor unit (510) changes, and a control unit (530) which is designed to control the adjusting device (520) as a function of the position of at least one vehicle door element (120, 122) of the vehicle door system (110), the method comprising:

Determining (610), by means of the control unit (530), a position of the vehicle door element (120, 122), Generating (620), by means of the control unit (530) and as a function of the determined position of the vehicle door element (120, 122), a control signal for controlling the adjusting device (520), and

- Output (630), by means of the control unit (530), the control signal to the adjustment device (520).

21. A vehicle door system (700) for reversibly closing a body opening (706) on a vehicle, comprising:

- At least one vehicle door element (720, 722), a drive device (750) with at least one first drive (760) and at least one second drive (770) for automatically moving the vehicle door element (720, 722) between an open position and a closed position of the Vehicle door element (720, 722), and a control device (730) which is designed to control the drive device (750) according to a master-slave relationship, such that the second drive (770) at least partially on the basis of an assumed set position of the first drive (760) is controlled, wherein the assumed set position of the first drive (760) is composed of at least a determined set position of the first drive (760) and a stored position offset (Dc), characterized in that the position offset ( Dc) has a variable as a function of a position of the vehicle door element (720, 722).

22. A passenger transportation system comprising a vehicle door system according to claim 21.

23. The method (900) for controlling a vehicle door system (700), wherein the vehicle door system (700) is provided for reversibly closing a body opening (706) on a vehicle and at least one vehicle door element (720, 722) and a drive device (750) with at least a first drive (760) and at least one second drive (770) for automatically moving the vehicle door element (720, 722) between an open position and a closed position of the vehicle door element (720, 722), the method comprising:

- Controlling (910), by means of a control device (730) of the vehicle door system (700), the drive device (750) according to a master-slave relationship, such that the second drive (770) is controlled at least partially on the basis of an assumed set position of the first drive (760), the assumed set position of the first drive (760) being composed of at least a determined set position of the first drive (760) and a stored position - Offset (Dc), and the position offset (Dc) has a variable as a function of a position of the vehicle door element (720, 722).