WO2004018809A1

WO2004018809A1 - System for locking a motor vehicle door

Info

Publication number: WO2004018809A1
Application number: PCT/EP2003/009093
Authority: WO
Inventors: Thomas Bucksch; Hermann Gaus; Peter Griesbach; Uwe GRÜNER; Christoph Jung; Rainer Leucht; Markus Riedel; Andreas Rodewald; Jürgen ZAHN
Original assignee: Daimlerchrysler Ag
Priority date: 2002-08-23
Filing date: 2003-08-16
Publication date: 2004-03-04

Abstract

The invention concerns a system for locking a motor vehicle door (2), said system comprising a first locking member (90) associated with the door (2) and a second locking member (91) associated with the door frame (16). The invention is characterized in that the first locking member (90) is coupled to a switching element (64) whereof the switching state (Sm) controls the activation of a locking-assist device which transfers the locking members (90, 91) into locking position.

Description

Device for closing a door of a motor vehicle

The invention relates to a device with the features of the preamble of claim 1.

From DE 199 10 088 AI a door lock for a motor vehicle is known in which a lock mouth as part of a first lock part with a lock bolt as part of a second lock part correspond to each other. These lock parts are locked together in the closed position.

The invention has for its object to provide a simply constructed device for closing a motor vehicle door.

This object is achieved by the combination of features of claim 1.

According to the invention, the first lock part is coupled to a (preferably electrical) switching element, the switching state of which depends on the activation of a locking aid (e.g. servo locking) which transfers the locking parts into a closed position. In this way, a comfortable and automatic final closing of the door is achieved.

Claim 2 supports an automatic activation of the locking aid in a sensible relative position of the two Lock parts to each other before the final closing position of the door or lock.

Claim 3 promotes a space-saving structure of the device.

According to claim 4, the locking aid can be switched off automatically by means of the switching state of a switch.

The measure according to claim 5 makes use of components already present on the vehicle (here: door contact switch for e.g. interior lighting control) for additional functions and promotes a cost-saving structure of the device.

Claims 6 to 10 propose suitable measures for a defined deactivation of an adjusting drive and for a defined activation or deactivation of the locking aid.

The invention is explained in more detail with reference to the exemplary embodiments shown in the drawings.

Show:

1 is a side view of a control device for controlling the adjustment movement of a motor vehicle door,

2 shows a front view of the control device in the direction of arrow II according to FIG. 1,

3 shows a plan view of the control device in the direction of arrow III according to FIG. 1,

4 shows a schematic and partial plan view of the control device in the direction of arrow IV according to FIG. 1, Fig. 5 is a schematic plan view of part of a

Motor vehicle door in different positions with a cable system,

6 shows a block diagram with a schematic representation of the motor vehicle door, an adjacent body area and control means for controlling an adjustment drive or a control device,

7 shows a flowchart with the functional sequence in the automatic closing of a motor vehicle door.

The control device 1 according to FIG. 1 serves to control adjustment movements of a motor vehicle door - hereinafter door 2 for short - between an open position 3 and a closed position 4. The control device 1 contains, among other things, an adjustment drive 5, the drive housing 6 of which is attached to the door 2. The housing screws 27 or screws for the housing holes 28 or other suitable fastening means can be used for fastening.

The control device 1 has a carrier console 7 with a plurality of slot-like console perforations 8. The support bracket 7 is integrated in the door in the assembled state and serves to store and fix several components of the control device 2 to be described. Components of the control device are mounted and fixed on the door 2 in the required manner by means of the support bracket 7. A plate-like front area 9 of the support bracket 7 is penetrated by two screw holes 10 which correspond with corresponding fastening screws in order to firmly connect the support bracket 7 to the door 2.

A transmission element 11 designed as a rod is mounted on the support bracket 7. It is relative to the carrier console 7, and thus also relative to the door 2, movably mounted. In a longitudinal direction 12 of the carrier console 7, the transmission element 11 projects with a bearing-free end 13 through a first front opening 14 of the front region 9 beyond the carrier console 7. The bearing-free end 13 is penetrated by a joint opening 15 which is penetrated by an axis of rotation 17 fastened to a column 16 (for example A-pillar or B-pillar) of the motor vehicle body. In this way, the transmission element 11 is rotatably mounted on a frame surrounding the door 2 in the closed position 4, namely on a part of the body. The transmission element 11 is coupled to the adjusting drive 5 with a coupling area 18 facing away from the bearing-free end 13 in order to transmit mechanical forces between the transmission element 11 and the adjusting drive 5.

For defined movement sequences between carrier console 7 and transmission element 11, a movement guide in the form of a link guide is provided between these parts. The support bracket 7 has a guide track 19, while the transmission element 11 carries a guide pin 20 which engages in this guide track 19 (FIG. 4 a). The link guide is designed such that the transmission element 11 and the support bracket 7 are essentially translationally movable relative to one another.

The power transmission between the transmission element 11 and the adjustment drive 5 takes place by means of a cable pull system, which is connected in terms of force to the coupling area 18 of the transmission element 11 on the one hand and to the adjustment drive 5 on the other hand. The cable pull system contains a first deflecting roller 21 for a first pulling rope 22 as well as a second deflecting roller 23 and a third deflecting roller 24 for a second pulling rope 25. The deflecting rollers 21, 23 are fixed to a roller holder 26. The roller holder 26 is fixedly connected to a rod-like section of the transmission element 11. The roll holder 26 also carries the guide pin 20. The first traction rope 22 is fixed with a first rope end 29 to a fixing section 30 of the support bracket 7. For this purpose, the rope end 29 reinforced with respect to the pull rope 22 is inserted into a first fixing groove 31 and, due to the geometrical dimensioning of the fixing groove 31 in the pulling direction, is secured against falling out of the fixing channel 31. The same applies to the second pull rope 25, which is fixed with a first rope end 32 in a second fixing groove 33 of the support bracket 7. The second cable ends of the pull cables 22, 29 are each connected to a cable drum 34 which is rotatably mounted in the drive housing 6 of the gear unit 5. The pull cables 22, 29 are connected to the cable drum 34 in such a way that when the door 2 is moved, either the first pull cable 22 is wound up on the cable drum 34 and the second pull cable 29 is unwound on the cable drum 34 or, conversely, the first pull cable 22 and the second one Traction rope 29 is wound. The two cables 22, 29 are each surrounded by a protective jacket 38, 39, in which the corresponding cable 22 and 29 can move freely. A spring element 40 in the form of a tension spring is arranged on the section of the second tension cable 29 adjacent to the drive housing 6. It is operatively connected to the pull cables 22, 29 in a manner not shown in detail in such a way that an expansion behavior of the pull cables 22, 29 in the course of the operating time and a possible system loss of the cable system are compensated for. In addition, the spring element 40 contributes to the tension cables 22, 29 transmitting the forces with a defined tension.

The adjusting drive 5 has an electric motor 35 which can be coupled to a gear unit 37 via a clutch 36 and can be decoupled from the gear unit 37. The clutch 36 can be controlled via control means to be described in more detail in order to achieve the coupling and decoupling. The roller holder 26 carries a fixing mandrel 41 on its side facing the adjusting drive 5. This engages in a half-shell-like receptacle 42 of a linear potentiometer - hereinafter briefly: potentiometer 43. An attachment end 44 in the form of a ball pin opposite the receptacle 42 in the longitudinal direction of the potentiometer 43 is attached to the support bracket 7. In this way, the potentiometer 43 is mechanically connected on the one hand to the transmission element 11 and on the other hand to the door 2. A potentiometer 43 can be tapped via a first cable 45 depending on the position of the door 2 actual electrical voltage Uι _st .

The control device 1 has means 46 for locking the door 2 in any intermediate positions between a first and a second extreme position. One extreme position preferably corresponds to the open position 3. The other extreme position can e.g. the closed position 4 or an open position of 15 ° with respect to a vehicle longitudinal direction 47 (FIG. 4). The locking means 46 are designed as an essentially cylindrical component with a first hinge end 48 and a second hinge end 49 opposite in the longitudinal direction 12. The first hinge end 48 is rotatably mounted on the support bracket 7 and thus on the door 2 by means of a bracket screw 50 and a corresponding nut 51. The axis of rotation runs approximately parallel to the axis of rotation 17 of the transmission element 11. The second joint end 48 carries an articulated head 52 which is mounted rotatably on an axis of rotation in the assembled state. This axis of rotation preferably runs parallel to the axis of rotation 17 and is also fastened to the body pillar 16. In particular, the joint head 52 is also mounted on the axis of rotation 17 (FIG. 6).

The locking means 46 contains a piston with a piston rod, which is movable in the longitudinal direction 12 in a hydraulic cylinder. The spring-loaded valves in the piston package allow the hydraulic oil to move in both directions flow along the longitudinal direction 12 only with a delay. To overcome the holding force that holds the door 2 in one position, the corresponding valve or several valves must first be opened by building up pressure. As soon as the valve opens, there is a larger cross section, so that the hydraulic fluid can flow with little force from one side of the piston along the longitudinal direction 12 to the other side. As soon as the flow velocity by stopping the door (manually or automatically) the valve or valves closes again due to the spring pressure force. The first joint end 48 is preferably fixedly connected to the piston rod, while the second joint end 49 is fastened to the hydraulic cylinder. From an intermediate position of the door 2 until the opening position 3 is reached, end position damping can also be provided in the locking means, by means of which the movement of the door 2 is braked immediately before the opening position 3 is reached.

The control device 1 has an electrical interface 53 for external electrical connections. The interface 53 is designed as a plug connection and contains three plugs. A first plug 54 is assigned to the first cable 45. A second plug 55 is assigned to a second cable 56. The clutch 36 is controlled via this cable 56. A third connector 57 is assigned to a third cable 58. The electric motor 35 is supplied via this third cable 58. The control device 1 according to FIGS. 1 to 3 forms a module, as it were, which can be installed in a suitable location in the motor vehicle and can be connected to external control devices or other control means or the like for operation via the interface 53. According to FIG. 4, the control device 1 is integrated in the door 2 in a cavity between its outer planking 59 and an inner side 60 facing the vehicle interior.

5 shows the articulation of the door 2 and the control device 1 on the vehicle body, namely on the vehicle body. le 16, shown schematically. The axis of rotation 17 is fastened to the vehicle pillar 16 or to the body frame surrounding the door 2. The door 2 is pivotably mounted on the vehicle pillar 16 by means of the hinges 61. The control device 1 is integrated in the door 2 and wired to control means via the interface 53. The control means have a control device 62, which is arranged in the motor vehicle inside or outside the door 2. An actuating element 63 for manually triggering the electric door pull is connected to the control unit 62. The actuating element 63 is preferably designed as a switch or button and, for example, arranged in the roof operating unit of the motor vehicle. A switching element in the form of a microswitch 64, which is also connected to the control unit 62, is arranged in the lock of the door 2. The triggering of a servo lock for finally closing door 2 in the door frame or in the lock of the door frame depends on its switching state. A control switch 65 is integrated in the lock of the door frame. Its switching state changes as soon as the servo closure is finished.

The automatic door pull is explained with the aid of Fig. 6. As already mentioned, this door pull is initiated by actuating the actuating element 63. In a query step 66, it is therefore checked whether the switching state of the actuating element 63 has been set to “1”. In this case, the control unit 62 receives a corresponding signal Sb = 1. The control unit 62 then controls the adjusting drive 5 in a step 67, In order to do this, the control unit 62 first controls the clutch 36 with a control signal Sku in order to achieve a frictional connection or a coupling between the electric motor 35 and the transmission unit 37, since in the initial state - that is, with the door 2 stationary - the electric motor 35 and the gear unit 37 is decoupled, whereupon the electric motor 35 is driven by a control signal Sem to energize it. In a next query step 68, the voltage Up tapped at the potentiometer 43 is evaluated in the control unit 62. A voltage value corresponds to a specific position of the door 2. A defined time interval Δt passes between two successive voltage values, which can be represented by their voltage difference ΔU. If the voltage difference ΔU is too small in the defined time interval Δt, the door 2 has traveled too little. The quotient ΔU / Δt drops below a threshold value w. This is interpreted as an obstacle. Alternatively, an obstacle can also be detected by determining a time interval between two successive voltage signals and comparing it with a predetermined time interval.

As soon as an obstacle has been recognized, the control device 62 controls the adjusting drive 5 in a step 69. The electric motor 35 is either switched off or first reversed and then switched off. Thereafter, in a step 70, the control device 62 controls the clutch 36 with a corresponding signal Sku in order to cancel the frictional connection between the electric motor 35 and the transmission unit 37. The closing process can be continued by actuating the actuating element 63 again.

In a step 71, the control unit 62 queries the switching state Sm of the microswitch 64. For example, it is assumed that the switching state Sm = 0 when the door 2 is open and switches to Sm = 1 when the door 2 by means of a first lock part 90 (for example, schematically indicated lock latch 92) with the second one arranged on the door frame or on the vehicle pillar 16 Lock part 91 (eg schematically indicated locking bracket 93 or locking block) of the door lock comes into engagement. The query steps 68 and 71 can take place sequentially or in parallel. If the switching state Sm = 1 is registered, the control unit 62 switches the electric motor via a corresponding control signal Sem 35 (step 72) and then decouples them from one another via a corresponding control signal Sku electric motor 35 and transmission unit 37 (step 73). In addition, when the switching state Sm = 1 is registered, a servo closure is automatically activated (step 74) in order to finally close the door 2. The control switch 65 is switched over when the door 2 is finally closed. If the switching state Sk = 0 is assumed before the door 2 is finally closed, the control switch 65 receives the switching state Sk = 1 when the door 2 is finally closed (step 75). The control unit 62 registers the switching state Sk and can reset itself and possibly further control means to a reset state (step 76).

Since the electric motor 35 and gear unit 37 are decoupled from one another in the closed position of the door 2, the door 2 can be opened manually without unnecessary expenditure of force.

The door 2 can be automatically opened electrically from the closed position by actuating the actuating element 63. After this actuation and a release of the door 2 by correspondingly unlocking the door lock, step 67 and a suitable evaluation and processing of the voltage which can be picked up on the potentiometer can in principle take place until a defined opening position is reached. Step 72 and step 73 can then be triggered automatically in this open position.

Claims

claims

1. Device for closing a door (2) of a motor vehicle with

- One of the door (2) assigned first lock part (90) and

- A second lock part (91) assigned to the door frame (16), characterized in that the first lock part (90) is coupled to a switching element (64), on the switching state (Sm) of which the activation of a locking aid is dependent, which the lock parts (90 , 91) transferred to a closed position.

2. Device according to claim 1, so that the switching element (64) is positioned in such a way that its switching state (Sm) depends on an engagement between the two lock parts (90, 91) outside the closed position.

3. Device according to claim 1 or 2, d a d u r c h g e k e n n z e i c h n e t that the switching element (64) is designed as a microswitch.

4. Device according to one of the preceding claims, characterized by a control switch (65) for detecting the closing po sition and / or to deactivate the locking aid.

5. Apparatus according to claim 4, a door contact switch as a control switch (65).

6. The device according to claim 4 or 5, that the control switch (65) is connected to control means (62).

7. Device according to one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that the switching element (64) is connected to control means (62).

8. The device according to claim 6 or 7, that the control means (62) are connected to an adjusting drive (5) for adjusting the door (2).

9. The device according to claim 8, so that the control means (62) deactivate the adjusting drive (5) depending on the switching state (Sm) of the switching element (64) and activate the closing aid.

10. Motor vehicle according to one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that control means (62) deactivate the closing aid depending on the switching state (Sk) of the control switch (65).