WO2020038519A1

WO2020038519A1 - Setting element for a component that is movably fastened to a motor vehicle body

Info

Publication number: WO2020038519A1
Application number: PCT/DE2019/100667
Authority: WO
Inventors: Alexander Weisske; Peter Szegeny; Uwe Reddmann
Original assignee: Kiekert Ag
Priority date: 2018-08-23
Filing date: 2019-07-19
Publication date: 2020-02-27
Also published as: EP3841269A1; DE102018120553A1

Abstract

The invention relates to a setting element (1) for a component that is movably fastened to a motor vehicle body (25), wherein the setting element (1) can be arranged between the vehicle body (25) and the movable component in such a way that by means of the setting element (1), a relative movement between the vehicle body (25) and the movable component can be generated, comprising an electric drive (2), a transmission (5) connected downstream of the electric drive (2), and a control unit (23), wherein the control unit (23) interacts with at least one sensor (21, 22) for detecting an operating position of the setting element (1), and wherein the transmission (5) is provided with an output shaft (18), and a torsion of the output shaft (18) can be detected directly by means of the sensor (21, 22).

Description

description

Control element for a component movably attached to a motor vehicle body

The invention relates to an actuating element for a movably attached to a motor vehicle body, in particular a folding door or flap, the actuating element being able to be arranged between the body and the movable component such that a relative movement between the body and the movable component is achieved by means of the actuating element can be generated with an electric drive, a transmission connected to the electric drive and a control unit, the control unit interacting with at least one sensor for detecting an operating position of the control element.

In order to increase comfort in a motor vehicle, more and more assistance systems are being built into the motor vehicle today, which make it easier to operate the motor vehicle and support the operator in handling the motor vehicle. For example, it is known that motor vehicles are controlled by means of a radio remote control, for example to lock the vehicle and / or to automatically open a tailgate, for example. Systems for independently opening a door or continuously locking a door have also become known.

For example, DE 10 2009 041 499 A1 discloses an actuator with which a position of a component that is movably attached to the motor vehicle can be locked. The publication discloses, for example, an actuator which is arranged on a tether of a motor vehicle door and which enables a stepless locking, that is to say locking of the moving component, by means of a transmission and a braking device. A brake element with an additional module acts to securely lock the door position. together, the additional module includes a wrap spring clutch that can be activated by an electric drive.

From DE 10 2009 006 948 B4 a drive device has become known with which a door or flap can be opened or closed automatically. For this purpose, an electric motor is connected to a gearbox, the gearbox being connected to a rack via a multi-plate clutch, so that a relative movement between a movable component and the motor vehicle body can be achieved. The multi-plate clutch interacts with the electric drive and a back sleeve in such a way that the drive torque can be varied over the travel of the drive device. It is thus possible to provide an increasing force when the door is opened, so that the door or flap can be held securely. In the closing process itself, the drive device has a very low force, so that the door can be moved manually shortly before the closed position.

DE 10 2016 21 1 777 A1 discloses a vehicle door arrangement with a vehicle door pivotably arranged on a vehicle body, a drive motor for electromotive adjustment of the vehicle door, and a tether for producing a flow of force between the vehicle door and the vehicle body, relative to the vehicle door to adjust to the vehicle body. It is also known from the publication, using different signals in the vehicle door arrangement to conclude a torsion in the drive chain or the power flow in the drive chain. A comparison measurement is carried out, which compares a rotational speed of the motor with an inductive or capacitive sensor signal in the drive chain, for example. In other words, a reference is determined by means of the comparative measurement of the sensor signals, which indicates a different rotational movement, so a torsion can be determined. The known state of the art cannot convince in all points. In particular, the known state of the art does not immediately ensure that comfortable operation of the movable component can be achieved. In addition, the known drive systems or adjusting elements are sometimes structurally complex. This is where the invention comes in.

The object of the invention is to provide an improved adjusting element with which increased comfort for the user can be made possible. In addition, it is an object of the invention to provide a structurally simple control element or a device for a construction that is movably arranged on the motor vehicle.

The object is achieved by the features of the independent Pa tent Claims 1. Advantageous embodiments of the invention are specified in the subclaims. It is pointed out that the exemplary embodiments described in the following are not restrictive, rather any possible variations of the features described in the description and the subclaims are possible.

According to claim 1, the object of the invention is achieved by providing an actuating element for a component that is movably attached to a motor vehicle body, in particular a door or flap, the actuating element being able to be arranged between the body and the moveable component that by means of the actuating element, a relative movement between the body and the movable component can be influenced, with at least one actuator, with the actuator being able to apply a force to the movable component, with a control unit, the control unit having at least one sensor for detecting a loading Drive position of the actuator cooperates and an output shaft is seen before and the torsion of the drive shaft can be detected directly by means of the sensor. Due to the construction of the actuator element according to the invention with an output shaft and a torsion of the output shaft Detecting sensor can now directly determine a torsion of the output shaft, whereby a reliable detection of the operating position of the actuating element is made possible. The torsion of the output shaft is measured directly on the output shaft, which in turn can be concluded directly from an actuating force. The control unit can directly capture the torsion signal. The output shaft is operatively connected to the actuator, so that the actuator acts on the output shaft, that is, can exert a force. Accordingly, the force acting on the shaft can be measured by means of the sensors and the torsion determined thereby. The control unit evaluates the measurement signals and is connected to the actuator in terms of signal technology, so that as a result of the torsion determined, the force acting on the output shaft by the actuator can be controlled and / or regulated.

In contrast to the known state of the art, in which an indication of a movement can only be calculated by evaluating a plurality of measurement signals at different points in an actuator, by means of the gate sensor on the output shaft the force exerted, in particular the actuating force in the area between, can be directly determined movable component and body are closed. The output shaft can be connected directly to a guide lever, such as a tether, in the motor vehicle, so that the output shaft and in particular the torsion of the output shaft represents a measure of the mobility of the component arranged on the motor vehicle. A sensor for detecting a torsion of a shaft is, for example, a strain gauge which can be arranged or fastened, for example, directly on the output shaft. Vorzugswei se, the output shaft is directly connected to a guide lever, such as a tether, so that the relative movement between the movable component and body can be generated directly by the output shaft. Drive motor and / or clutch and / or transmission are connected upstream of the drive shaft, so that a drive chain and a corresponding torque curve or force curve are initialized by the motor and via the Coupling and the transmission are transferable to the output shaft and the guide lever.

The control element according to the invention can be used wherever components which are arranged pivotably or displaceably on the motor vehicle are arranged. An opening movement and / or holding position of the movable component can thus be initiated and / or assumed by means of the adjusting element. Doors, flaps, hoods, sliding doors and / or covers are to be mentioned as movable components, for example, all of these components of the motor vehicle which are arranged movably on the motor vehicle or the motor vehicle body. By means of the actuating element, a relative movement can be produced between the body and the movable component, wherein the actuating element can be arranged on the motor vehicle body or the movable component itself.

The actuating element has an electric drive, in particular an electric motor, which interacts with a downstream transmission and / or a coupling. The transmission preferably has one or more gear stages, which can be designed, for example, as spur gear teeth and / or as a gear segment. The actuating element can also be referred to as an actuating device, which always includes a device for driving a component that is movably arranged on the motor vehicle. The terms can thus be understood as synonyms in the sense of the invention.

As a control unit, the control unit present in the motor vehicle can be used to control and / or regulate the control element. The control unit can be used to record sensor signals, such as the engine speed or the current consumption of the engine. If, for example, the speed of the motor is detected, an operating position, that is, for example, the pivoting angle of a driven door, can be determined via the speed of the motor and the known gear ratio. be tunable. To reliably detect a movement of the movable component, the actuating element according to the invention has a sensor for detecting the torsion of the output shaft. The output shaft is connected to the electric motor and the clutch or the transmission, so that malfunctions or faults in the upstream drive chain, i.e. the engine or the transmission or the clutch, are independent of the detection of the torsion of the output shaft. Here is a crucial advantage of the invention, the torsion on the output shaft, which is directly in engagement with a guide lever, provides an immediate signal for movement of the movable component and is independent of the upstream drive.

Furthermore, the control element has an actuator, wherein the actuator can at least indirectly apply a force to the movable component. The actuator can thus work, for example, as a brake or clutch. Accordingly, a movement of the movable part can at least be slowed down, in particular stopped and / or held at any position. In addition, the actuator can apply a force to the output shaft such that the actuating force can be influenced for the moving part. Accordingly, the operating comfort / feeling for the user can be adjusted. The actuator can advantageously be designed as a magnetorheological actuator (MRF clutch / MRF brake).

The control element can have an electric drive, in particular an electric motor, which interacts with a downstream transmission and / or a clutch. The gear preferably has one or more gear stages, which can be designed, for example, as spur gear teeth and / or as a gear segment. The movable part can be moved and / or braked by means of the drive. The movable part can be moved / pivoted at least in sections from the closed position to the open position and / or vice versa. In an embodiment variant of the invention, the output shaft interacts with a guide lever, a relative movement between the movable component and the body being able to be generated by means of the guide lever. The direct drive of the guide lever offers the possibility of immediate detection of a movement, for example a flap. The guide lever can be pivotally attached to the body, so that the guide lever can follow the movement of the flap during the drive. In relation to motor vehicle doors that are pivotally attached to the motor vehicle, the guide lever is also referred to as a tether. If, during the driving of the door, for example, the door is prevented from moving, a force is introduced into the output shaft on one side via the guide lever, namely where the output shaft is in engagement with the guide lever. On the drive side, the output shaft is in direct engagement with, for example, the transmission, as a result of which a drive torque is guided into the output shaft at a distance from the guide lever and into the output shaft. The sensor for detecting the torsion can be designed, for example, as a strain gauge and can be attached or arranged between the guide lever and the point of engagement of the transmission on the output shaft. It is thus possible to directly detect the torsion in the drive shaft. The construction according to the invention thus enables a safe detection of an obstacle to the movement of the movable construction.

If the output shaft can be driven by means of a gearwheel segment, a further embodiment variant of the invention results. By using a gear segment, on the one hand a gear stage can be realized and on the other hand it is possible to introduce large moments into the output shaft via the dimensioning of the gear segment. In this way, a sufficient torque can advantageously be achieved, for example, to achieve a door even in extreme situations, such as can occur, for example, when a vehicle is parked on a flange, and on the other hand, a gear segment can be built into the adjusting element to save space.

It can also be advantageous if the output shaft moves the guide lever by means of a drive lever. In particular, a combination of a guide lever and a gear segment makes it possible to provide large moments in order to enable a safe movement or movement of the movable component on the motor vehicle. In addition, travel or adjustment paths of the guide lever can be set with a drive lever, so that this can influence an angular movement of the movable component.

A further embodiment of the invention results when two sensors, in particular two rotation angle sensors, are arranged directly and at un different axial ends of the output shaft. The use of angle sensors, of course, on the one hand, of course, enables the detection of a rotary movement, so that a safe signal for movement of the guide lever is also available at a distance from the motor and a rotary encoder optionally arranged on the motor, with which a rotary movement of the motor can be detected. A movement of the guide lever can be determined on the one hand by means of the angle of rotation sensor, but it is also possible to recognize a direction of rotation so that not only position but also a direction of rotation can be detected. This can be advantageous, for example, if, for example, an operator applies a force to the component which is movably fastened to the motor vehicle and, for example, counter to the drive direction. In this case, the rotation angle sensor can directly detect a movement, whereby the control unit is able to initiate suitable countermeasures. It is conceivable, for example, to switch off the engine, brake using the engine, disengage the clutch or drive in an opposite direction. In addition to the aforementioned advantages of using the rotation angle sensors, there is also the possibility of detecting torsion in the output shaft by means of the rotation angle sensors and their advantageous arrangement at the axial ends of the output shaft. By braking the moveable component on the motor vehicle, movement of the output shaft is prevented, whereas a moment is introduced into the output shaft by the drive. The torsion of the output shaft can be detected by means of the rotary angle sensors, so that suitable countermeasures such as uncoupling or braking of the drive can be initiated.

If the drive lever and the gearwheel segment are advantageously arranged on the output shaft and between the two sensors, a further embodiment variant of the invention results. A maximum Tor sion of the output shaft is detected at the axial ends of the output shaft. By arranging the preferred angle of rotation sensors at the axial ends of the output shaft and arranging the drive or output elements on the output shaft and between the sensors, it is thus possible to achieve a maximum degree of security when detecting the torsion in the output shaft.

If the output shaft extends beyond at least one connection area of the drive lever and / or the gear segment, a further advantageous embodiment of the invention can be achieved. By extending the output shaft also over the or the connection areas of the drive lever and / or an engagement area of the transmission, ver improved detection of a torsion of the output shaft can be achieved. Thus, there are constructive advantages in the arrangement of the sensors and at the same time the extension of the output shaft beyond the connection areas of the drive or output means also serves the advantage of a reliable detection of the torsion in the output shaft. A torsion of the output shaft can be determined in combination with the sensor data, in particular by a torsional stiffness of the output shaft stored in the control unit. Here, on the one hand, a permanent torque can be determined by measuring the rotation of the output shaft, or an external torque can be determined by measuring an angle of the output shaft at different times. In the case of permanent torque determination, a torque can be determined by means of a permanent measurement of the two angle sensors, which enables the torsional rigidity to be detected or determined directly. To determine an external torque, an angle of the output shaft is measured at different times. Since there is a permanent measurement of a first angle of rotation sensor, the measurement results being stored as soon as the movable component is held. The stored value is now constant as long as the moving component is not moving. The torque applied to the output shaft can in turn be used to calculate the torsion, the torque resulting from the product of the torsional rigidity and the difference between the measurement signals from the sensors. Likewise, when determining the permanent torque, the moment can result from the product of the torsional stiffness and the difference between the permanently measured signals from the rotation angle sensors.

In an advantageous manner, an optical measurement method can also be used to determine the torsion on the output shaft. Incremental encoders, for example, can be named as optical measuring methods, which in turn can be arranged at the opposite axial ends of the output shaft. The invention is consequently not tied to the use of a specific sensor, here strain gauges, angle or rotation angle sensors or incremental encoders are mentioned as examples. It is essential for the invention that a direct detection of the torsion on the output shaft can be detected, so that a reliable detection of an operating position of the movable component is possible. The invention is explained in more detail below with reference to the accompanying drawings. However, the principle applies that the exemplary embodiments shown in the drawings do not limit the invention, but merely represent advantageous embodiments. The features shown can be carried out individually or in combination with other features of the description as well as the patent claims individually or in combination.

It shows:

Fig. 1 is a three-dimensional view of an actuating element for a motor vehicle, in particular a door opener, the housing being reproduced in certain areas

Fig. 2 is a view of the control element in a three-dimensional

View with a view of an exposed output shaft between a gear segment and a drive lever.

In FIG. 1, an adjusting element 1 is shown in a three-dimensional view and only without a housing enclosing the adjusting element 1. The actuating element 1 has an electric drive 2, a carrier plate 3, a tether 4, a transmission 5, a first spring element 6 and a two-spring element 7. The second spring element 7 is connected on one side to a mounting plate 8 and the mounting plate 8 opposite with a guide lever 9. The guide lever 9 in turn is pivotally coupled to the tether 4.

The electric drive unit 2 interacts with a gear segment 11 via a gear 5 and in particular by means of a gearwheel 10. The gear segment 1 1 is in turn connected via an axis 12 against rotation with egg nem drive lever 13. The first spring means 6 acts on the drive lever 13. The first spring element 6 is designed as a leg spring. forms, with a first leg 14 abuts a stop 15 of the carrier plate and a second leg 16 is in engagement with the drive lever 13. The leg spring 6 is thus able to exert a force on the drive lever 13. The force of the leg spring 6 is directed such that the leg spring supports a movement of the tether 4 out of the mounting plate 8 in the direction of arrow P. At the drive lever 13 is pivotally connected to the tether 4 and the guide lever 9 via an axis 17. The axis 17 thus has a double function. On the one hand, the guide lever 9 is positioned and held by means of the axis 17 and, at the same time, the axis 17 forms a pivotable mounting for the tether 4 and the drive lever 13. In addition, FIG. 1 shows a downstream actuator 29. The actuator can, for example, as Brake or clutch be formed.

In Figure 2, an actuator 1 is in a further embodiment in a three-dimensional view and without covering housing parts, the support plate 3, the spring element 6 and the mounting plate 8 give again. It can be seen that the drive shaft 18 is toothed in some areas, so that a secure connection to the drive lever 13 and the gear segment 11 is made possible. Sensors 21, 22 are arranged at the axial ends 19, 20 of the output shaft 18. The sensors 21, 22 are connected via plug to a control unit 23 of the motor vehicle. Contacts 24 on the electric drive 2 are also connected to the control unit 23 and can, for example, forward a signal from a rotary encoder to the control unit 23.

If a moment M is now introduced into the toothed wheel segment 11 by means of the electric drive 2, the output shaft 18 is moved, as a result of which the drive lever 13 is also pivoted. The drive lever 13 is operatively connected to the actuating means 4, so that a relative movement with respect to a body 25 can be achieved. The actuating element 1 is thus moved relative to the fixed body 25. The control element 1 is fixed with For example, a door connected so that a force or a moment M can be introduced into the drive lever 13 via the electric drive 2, the transmission 5 and in particular via the output shaft 18, as a result of which the door can be moved relative to the body 25.

If, due to a blocking of the door movement, the actuating element 1 or the door is no longer moved, the electric drive 2 continues to apply a moment M to the gear segment 1 1. The gear segment 1 1 introduces a moment in the direction of arrow M in Figure 2 clockwise, into the gear segment 1 1. A movement of the door is blocked by an operator of the door, for example, so that a counterforce to the moment M acts on the drive lever 13 via the actuating means 4. The output shaft 18 is consequently twisted in an area between a range 26, 27 of the gear segment 11 and the drive lever 13. This torsion can be detected by means of the rotary angle sensors 21, 22. The direct detection of the torsion in the output shaft 18 enables errors from the drive train starting from the engine, clutch and / or transmission and / or gearwheel segment not to be included in the sensor signals as measured variable errors. A reliable detection of the blocking of the movement of the door can thus be carried out. Blocking the movement of the door or flap is thus very safe and possible regardless of the drive chain upstream of the output shaft 18.

In an advantageous manner, the output shaft 18 has an extension 28 which projects beyond the connection region 26 of the gearwheel segment 11. By means of this extension 28, a reliable detection of the torsion in the direction of a longitudinal extension along the axis A of the output shaft 18 is made possible. LIST OF REFERENCE NUMBERS

1 control element

2 electric drive

3 carrier plate

4 tether, adjusting means

5 gears

6 first spring element

7 second spring element

8 mounting plate

9 guide levers

10 gear

1 1 gear segment

12, 17 axis

13 drive lever

14 first leg

15 stop

16 second lever

18 output shaft

19, 20 axial end

21, 22 angle of rotation sensor

23 control unit

24 contacts

25 body

26, 27 tying area

28 extension

29 actuator

M moment

F force

A axis

Claims

claims

1. Actuating element (1) for a component movably attached to a motor vehicle body (25), in particular a door or flap, the actuating element (1) being able to be arranged in part between the body (25) and the movable construction in such a way that by means of the adjusting element (1) a relative movement between the body (25) and the movable component can be influenced with at least one actuator (29), by means of the actuator (29) the movable part can be acted upon with a force and a control unit (23), the Control unit (23) interacts with at least one sensor (21, 22) for detecting an operating position of the actuating element (1), characterized in that an output shaft (18) is provided for the movable component, and that directly by means of the sensor (21, 22 ) a torsion of the output shaft (18) can be detected.

2. Control element (1) according to claim 1, characterized in that the actuator (29) is designed as a brake or clutch.

3. Control element (1) according to claim 1 or 2, characterized in that an electric drive (2), in particular with a downstream transmission, is provided and cooperates with the output shaft (18), whereby a relative movement of the movable component can be generated.

4. Control element (1) according to one of claims 1 to 3, characterized in that the output shaft (18) cooperates with an actuating means (4), wherein by means of the actuating means (4) a relative movement between the movable component and the body ( 25) can be generated

5. Control element (1) according to one of claims 1 to 4, characterized in that the output shaft (18) by means of a gear segment (1 1) can be driven.

6. Control element (1) according to one of claims 1 to 5, characterized in that the output shaft (18) moves the actuating means (4) by means of a drive lever (13).

7. Control element (1) according to one of claims 1 to 6, characterized in that two sensors (21, 22), in particular two rotation angle sensors (21, 22), directly and at different axial ends (19, 20) of the output shaft (18) are arranged.

8. Control element (1) according to one of claims 1 to 7, characterized in that the drive lever (13) and the gear segment (11) on the output shaft (18) and between the sensors (21, 22) are arranged.

9. Control element (1) according to one of claims 1 to 8, characterized in that the output shaft (18) over at least one attachment area (26, 27) of the drive lever (13) and / or the gear segment (1 1) is sufficient.

10. Control element (1) according to one of claims 1 to 9, characterized in that a torsion of the output shaft (18) can be determined by means of the control unit (23) and a torsional rigidity of the output shaft (18) stored in the control unit (23).

1 1. Control element (1) according to one of claims 1 to 10, characterized in that at least one sensor is designed as an optical sensor, in particular an incremental encoder, for detecting the torsion.